Rambler

Rambler
The first use of the name Rambler for an American made automobile dates to 1897 when Thomas B. Jeffery of Chicago, Illinois and builder of the Rambler bicycle, constructed his first prototype automobile.

After receiving positive reviews at the 1899 Chicago International Exhibition & Tournament and the first National Automobile Show in New York City, Jeffery decided to enter the automobile business. In 1900, he bought the old Sterling Bicycle Co. factory in Kenosha, Wisconsin, and set up shop.

Jeffery started commercially mass-producing automobiles in 1902 and by the end of the year had produced 1,500 motorcars, one-sixth of all existing in the USA at the time. The Thomas B. Jeffery Company was the second largest auto manufacturer at that time, (behind Oldsmobile).

The car received good reviews over the next few years and this made Thomas Jeffery to exit the bi-cycle business and enter automobile business. In 1900, Thomas Jeffery sold off his holdings in the G&J manufacturing company to the American Bi-cycle company and invested in Thomas B Jeffery company to manufacture automobiles.  Along with his son Charles Jeffery , Rambler cars became famous and sought after. A 1902 Rambler -

During the initial years , the Rambler cars were sold by John Willys , as a distributor.
After the sudden death of Thomas Jeffery during 1910 , Charles Jeffery took over control of the company. In 1914 , Charles Jeffery renamed the Rambler brand as Jeffery in memory of his father (reverted back to Rambler later). Rambler also expanded in to the manufacture of Trucks with 4 wheel drive and 4 wheel steering and was used extensively during the World War I.  A 1918  Rambler Quad ( Nash)

In 1916, Charles Jeffery sold his company to Charles Nash of Nash Motors. Nash Motors continued to make cars and trucks under the Rambler as well as Nash brands. 1937, Nash Motors merged with appliance manufacturer , Kelvinator to form Nash-Kelvinator.

By 1954, Nash-Kelvinator and Hudson Motor co merged to form American Motor Corporation and Nash and Rambler brands continued to exist along with AMC. By 1966 - 68 , the Rambler brand was slowly dropped and then disappeared.
American Motor Corporation, after a brief alliance with Renault , was taken over by Chrysler corporation in 1987.

Rambler brand cars:

Historic

    1- Rambler: 1901 – 1917

Compact

Nash Rambler: 1950 – 1955

Rambler American 1958 – 1969

Mid-sized

    Rambler Six and V8: 1956 – 1960

    Rambler Rebel: 1957 – 1960

    Rambler Ambassador: 1957 – 1965

    Rambler Classic: 1961 – 1966

    Rambler Rebel: 1967

    Rambler Marlin: 1965

Show cars

    Rambler Palm Beach: 1950

    Rambler Tarpon: 1964

International

    Australian Motor Industries 1960 – 1978

Starting in 1960, AMI assembled a broad range of AMC cars, all with right-hand drive and carried the Rambler brand name. This meant that Australians could purchase a Rambler Javelin, AMX (a total of 24 were assembled, all with 343 cu in (5.6 L) V8s[6]), Hornet, or Matador long after the Rambler marque was dropped from use on the equivalent U.S.-made models.
Complete knock down kits were shipped from AMC's Kenosha, Wisconsin facility (all knock-down kits to all assembly operations were from Kenosha), but the Australian cars were assembled with a percentage of "local content" to gain tariff concessions. This was done using parts and components (such as seats, carpet, lights, and heaters) from local Australian suppliers. AMI specified what parts were not to be included in the unassembled kits sent by AMC. The door tag on an AMI assembled car has no trim number because AMC did not know in advance how it would be trimmed inside. The color selection was limited in Australia because the bodies were painted at the body plant just like all the bodies going for final assembly at the Kenosha factory. Specific colors had to be ordered by AMI in advance and there was only had a limited supply of each in Australia. The body had the engine, trans, front suspension, and rear axle installed (as well as a few other parts such as door latches), and then was pulled from the line in Kenosha, Wisconsin. Other necessary parts specified by the assembler were boxed and shipped inside the car for assembly at the final destination in Australia. It is unknown exactly how many parts were included to be installed by the assembly operation, that varied with each operation.
1969 AMC AMX assembled by AMI

A total of 24 AMC AMXs, all 1969 models were made by AMI between August, 1969 and July, 1970. Differences to the RHD two-seater AMXs compared to the U.S. models included swapping the power brake booster and heater motor on the firewall, the power steering pump remained in its usual left location, although the rest of the steering components had to be on the right side of the cars. All of the Australian AMX interiors were finished in black featuring a unique RHD dashboard with a wood-grained instrument cluster in front of the driver. While the AMX was marketed as a performance car in the U.S. marketplace, the Australian AMXs came with a large high level of equipment that was optional in the U.S., and these AMXs were advertised as personal luxury cars.
One AMC Gremlin was also assembled AMI in Port Melbourne for evaluation purposes and branded as a "Rambler Gremlin". The car features the standard 232 cu in (3.8 L) I6 with three-speed manual transmission, as well as right-hand drive and the mandated percentage of locally produced content.
From 1971, Australian assembled AMC Matadors were equipped with standard column shift automatic transmissions, power steering, power windows, air conditioning, and an AM radio. The engine in the later years was AMC's 360 cu in (5.9 L) V8. Options included exterior sunvisor, vinyl roof cover, tow hitch, and mud flaps. Registrations for AMC vehicles dropped after 1974. A total of 118 Hornets and 145 Matadors (118 sedans, 27 wagons) were sold during 1974. Registrations for 1975 were 136 Hornets and 118 Matadors (85 sedans 33 wagons). In 1976 there were 88 Matadors (78 sedans, 10 wagons), while 1977 saw just 24 Matador sedans and 3 wagons. Additionally, Matador coupe CKD kits arrived in late-1974, and the assembly of 80 cars began in 1976. One fully assembled AMC Pacer was imported for evaluation purposes.

American Motors cars were assembled in Port Melbourne by AMI up to 1978. The company retained a niche market as the sole U.S. sourced cars available in the Australian marketplace. For example, the Government of New South Wales selected the Rambler Rebel and the Matador as official vehicles in the 1970s.

    Campbell Motor Industries (New Zealand): 1960 – 1975

    Constructora Venezolana de Vehículos: 1968 – 1974

    Industrias Kaiser Argentina: 1962 – 1972

    Vehículos Automotores Mexicanos: 1963 – 1983

Auburn:

The Auburn Automobile Company grew out of the Eckhart Carriage Company, founded in Auburn, Indiana, in 1875 by Charles Eckhart (1841–1915). Eckhart's sons, Frank and Morris, began making automobiles on an experimental basis before entering the business in earnest, absorbing two other local carmakers and moving into a larger plant in 1909. The enterprise was modestly successful until materials shortages during World War I forced the plant to close.
 
In 1919, the Eckhart brothers sold out to a group of Chicago investors headed by Ralph Austin Bard, who later served as Assistant Secretary of the Navy for President Franklin Delano Roosevelt and as Undersecretary of the Navy for President Roosevelt and for President Harry S. Truman. The new owners revived the business but failed to realize their hoped for profits. In 1924, they approached Errett Lobban Cord (1894–1974), a highly successful automobile salesman, with an offer to run the company. Cord countered with an offer to take over completely in what amounted to a leveraged buyout. The Chicago group accepted. Cord aggressively marketed the company's unsold inventory and completed his buyout before the end of 1925.
  
But styling and engineering failed to overcome the fact that Cord's vehicles were too expensive for the Depression-era market and Cord's stock manipulations that would force him to give up control of his car companies. Under injunction from the U.S. Securities and Exchange Commission to refrain from further violations, Cord sold his shares in his automobile holding company. In 1937, production of Auburns, along with that of Cords and Duesenbergs, ended.

 

Auburn Models :

1904 Auburn Model A:

This vehicle is a 1904 Auburn Model A Rear Entrance Tonneau. It is the oldest Auburn known to exist. Its design is typical of many pre-1905 era cars.

Auburn had debuted at the Chicago Auto Show of 1903 and was slowly gaining a reputation as a builder of quality cars in limited numbers. By 1904, the company produced approximately fifty vehicles and was only sold in a few Midwestern states. 

  This vehicle is powered by a two-cylinder opposed, water cooled engine (There are features of both the Model A Auburn and of the Model B Auburn). It displaces 142.6 cubic-inches and produces ten horsepower which is sent to the rear wheels via a chain. The wheelbase measures 83-inches

 1910 Auburn Model S Roadster:

Auburns largest line of vehicles produced in 1910 was the 40 Series, of which included Model S Roadster. The four-cylinder Auburns were built in two series in 1910, the Model B touring car, and the 40 series which came as a roadster, a touring car, and a baby tonneau. Auburn also continued their line of two-cylinder cars, which continued to have enough demand to justify its continuation

  This roadster has a 'mother-in-law' seat. It is powered by a four-cylinder, water-cooled engine that displaces 318 cubic-inches and produces forty horsepower. The wheelbase measures 116 inches and it weighs 2400 pounds.

 1929 Auburn 8-90 Speedster:

In 1928 Auburn introduced two Lycoming-powered eight-cylinder engines, one rated at 88 horsepower and the other at 115 horsepower. These became the bases for the 8-88 Model and the 8-115 Model; their designation obviously in reference to the engine. These new models were given hydraulic drum brakes to aid in stopping power and to help keep the Speedsters in the driver's control.

The styling was performed by either Count Alexis de Sakhnoffsky or possibly Al Leamy. Al Leamy was a recent addition to the Auburn staff and would become famous in the years to come, with the design of the L-29 Cord automobile.

The Speedster models were very elegant and eye-catching. They featured hood louvers, a raked windshield, twin side-mounted spares, and a boattail rear-end.

The Model 8's were given a wide-ratio three-speed gearbox and rested on either a 125- or 130-inch wheelbase, depending on the model. The 8-115 had the larger size.

1929 brought few changes to the Speedsters; they were now known as the 8-90 and the 8-120. The naming scheme varied slightly from prior years, as horsepower was not rated at 96 and 125 respectively, but the names did not necessarily match. This increase in power was due to a change in the fuel system. 

1929 was a great year for the Auburn 8 Models, and enjoyed record sales numbers. The company chose to make minimal changes for the following year, as the cars were selling well and most of their attention was diverted to the upcoming front-wheel drive Cord models. 

1929 Cord (later known as "L 29")

The front wheel drive Cord L-29 was innovative and different. Its design and mechanical complexity proved the true genius of Errett lobban Cord. Harry Miller and Cornelius Van Ranst were responsible for the engineering. The body was engineered by John Oswald. Auburn's chief designer, Al Leamy, applied many styling accents such as the radiator. The L-29 was available in four body-styles, a Sedan, Brougham, Phaeton, and Cabriolet. The $3000 factory price was very reasonable but the declining global market and the stock market crash was very detrimental to the sale of the vehicle. Fewer than 5,000 examples were produced from 1929 through 1931.

 

  This rare 1930 Cord L29 Convertible Sedan sat atop of a 137.5 inch wheelbase. It was powered by a 298 cubic-inch eight-cylinder engine capable of producing 125 horsepower. It had a three-speed manual transmission and quarter elliptic front leaf springs and rear semi-elliptic leaf springs. Stopping power was provided by a four-wheel hydraulic drum brakes.

 There were only 1873 Cords produced in 1930, and just over 5000 produced from 1929 through 1932. Only a handful of the four-door convertible sedans were produced. This example was one of the first full production front-wheel drive automobiles built. It has been on display at the Smokey Mountain Car Museum in Pigeon Forge, Tennessee for a number of years. It is finished in light gray with royal blue beltlines and trim and a tan top.

 Cord L29 Convertible Sedan with chassis number FDA3837 was one of 5010 built from 1929 through 1932. There were 1873 Cords were built in 1930. The folding top is tan in color and matched with a burgundy leather interior. It has recently undergone a complete service.

 In 1927, E.L. Cord was a star salesman at the John Quinlan, Moon car agency in Chicago. He was approached by local bankers to see if he could make the Auburn Company profitable again. He accepted the challenge and became president.

The new Cord, a product of the Auburn Company, and the 1929 Duesenberg, were introduced under Cord's leadership. Powered by a Lycoming straight eight of 299 cubic-inches and 125 horsepower, it was priced at $3,295. The economic depression effectively killed its chance of success as a product slotted between the popularly priced Auburn, and the high-end Duesenberg. The total production was 5,010 units, from 1930 to 1932. Al Leamy is credited with the low, sweeping lines on the low-slung chassis, made possible by the front-wheel-drive configuration that created a sensation here and abroad. The L-29 received 39 awards at 23 concours events on the continent. Frank Lloyd Wright remarked that, 'it looked becoming to the houses I design!'

This car was purchased by B.J. Hall in Baltimore, Maryland in January of 1930. A collector completely disassembled the car for restoration in 1958, but never did work on it. In 2004, the current owner purchased it from the collector, then had all pieces restored and reassembled.

 1932 Auburn 8-100 Speedster:

Speedsters were produced in Auburn, Indiana from 1928 thru 1936, except in 1934. In 1932 the car carried a sticker price of $845. The 1932 Auburn Speedster Model 8-100 was powered by a straight-8 cylinder Lycoming engine displacing 268 cubic-inches and producing 100 horsepower. The engine was mated to a three-speed transmission and utilized four-wheel mechanical brakes.

This red boattail Speedster shown at the 2006 Hilton Head Concours was found in a trolley barn in Kearney, New Jersey in 1948 and stored until 1995. It took seven years for the restoration.

  Founded in 1902, the Auburn Automobile Company got its start making single-cylinder runabouts. E.L. Cord gained control of the company in 1924, adding Duesenberg in 1926 and Cord in 1929 to the product line. A victim of the Great Depression, Auburn ceased production in 1936, followed by Cord and Duesenberg in 1937. Lycoming engines, an Auburn subsidiary, survives to this day.

Under the design direction of 28-year-old Alan Leamy, the Auburn Speedster body was designed as a flowing, integral unit. In 1932, Auburn produced just 84 eight-cylinder Speedsters.

As a Custom Deluxe model, this Speedster has chrome wheels, steel side-mount wheel covers, Pines Winterfront, and Pilot Ray lights. Options include the Pearl Gray paint, radiator stone guard, heater, Philco radio and a clock in the rearview mirror.

The Auburn Boattail Speedster is arguably the most popular of all Boattails. Introduced in 1928, there were eventually three different body styles before production ended in 1936.

This 1932 speedster is an early car in basically original condition. ACD Club records indicate only four dozen or so (32) speedsters are known.

Special features include art deco mirrors, two-speed rear-end, golf club compartment and artistic styling.

1935 Auburn Speedster:

The supercharged Auburn Speedster was introduced in 1935 and this example was #9 in production. The Speedster was an effort by designer Gordon Buehrig and engineer August Duesenberg to save the struggling car company. Alas it turned out to be Auburn's final glory.

The 851 Series Speedster was powered by a 280 cubic-inch in-line, eight-cylinder engine fitted with a Schwitzer-Cummings blower developing 150 horsepower. The car sold new for $2,245 and could achieve 100 mph right out of the showroom. The car sits on a 127-inch wheelbase and weighs 3,706 pounds. This example has been restored to the original color and interior.

About 600 Speedsters were produced during the 1935-1936 model years before Auburn ceased operations.

There were only 500 Speedsters of the Auburn 851 created during 1935 through 1936. In October of 1937, E.L. Cord sold his Auburn-Cord-Duesenberg holdings and brought a sad close to a very prominent set of marques.

This 1935 Auburn 851 Supercharged Speedster has chassis number 33094E and engine number GH4309. It has a two-speed Columbia Rear-end, three-speed manual gearbox, and four-wheel hydraulic brakes. It sits atop a 127-inch wheelbase, right-hand drive configuration, which is propelled by a 150 BHP 279 cubic-inch supercharged L-head Inline eight-cylinder engine. It was offered for sale at the 2006 Gooding & Company Auction held in Pebble Beach where it was estimated to sell for $350,000-$425,000.

The car carries its original speedster body with matching engine and serial numbers. It has traveled minimal miles since new and is in concours award-winning condition, thanks to its recent comprehensive restoration.

  Manufactured in Auburn, Indiana, the Auburn Company first produced wagons in 1877 and started manufacturing automobiles in 1903. The 1935 Auburn features a Lycoming manufactured 280 cubic-inch inline eight engine that developed 150 horsepower and a top speed of 104 miles per hour when equipped with the Schwitzer-Cummings supercharger. Coachwork was inspired by designer Gordon Buehrig. Auburn became part of the E.L. Cord family of cars - Auburn, Cord & Dusenberg. Auburn production ended in 1936.

  When the Auburn Boattail Speedster was introduced, it carried a price tag of $2,245 which meant about a $300 loss for the company. The reasoning behind this method was that the attractive car would lure buyers into the showroom, who may purchase the less expensive, but more profitable, models.

This example is a 1935 Auburn 851 SC Boattail Speedster that has been dubbed 'The Arlington Speedster.' It was owned by Charles G. Arlington from 1905 through 1989. Arlington was from North Hollywood, California and was a prominent radio and television announcer in Los Angeles and San Francisco. He was the owner of this car, and its sibling, which was separated by only one digit on the serial number. Both cars were restored to high standards by Arlington while in his care.

Both of Arlington's cars appeared in many movies and magazines. Eventually, both cars were sold with one going to Phil Hedback of Indianapolis who kept the car for twenty years before donating it to the ACD Museum in 1987. The other car, this example with chassis number 33222E, used this car as a model for replicas that he produced. The replicas were built from 1967 through 1975 with a fiberglass body and a variety of Ford V8 engines.

 Auburn 851 "Boattail Speedster" :

 150bhp, 280 cu. in. inline side valve eight-cylinder engine with Schwitzer-Cummins supercharger, Columbia two-speed rear end, four wheel semi-elliptical leaf spring, solid front axle and live rear axle suspension, and four-wheel hydraulic brakes. Wheelbase: 127"

 Errett Lobban Cord knew humdrum cars would not cut it; if a car was to sell, it would need to have sizzle. When he stepped in to save the Auburn Motor Car Company in 1924, production and sales had fallen to a critical level and the company teetered on the verge of bankruptcy. Cord took a number of unsold Auburns being stored at the manufacturing facility, gave them stylish paint schemes and extra nickel plating and proceeded to watch sales recover. This was the sizzle Auburn desperately needed.

On later model Auburns, engine horsepower was boosted which had the effect of creating excitement among Auburn dealers. In terms of sales, Auburn was soon taking on long-established marques like Packard, Peerless and Stutz. Unfortunately, the depression hit Auburn sales right where it hurt most — in the balance sheet.

It is ironic that the company produced what many consider to be its ultimate masterpiece in 1935, just as the end was drawing near: the 851SC speedster. As such, it is a testimonial to the fighting spirit of the Auburn Cord Duesenberg Company, and to the legendary talent of one of greatest designers of the time.

Auburn had invested heavily in the largely new Al Leamy designed 1934 models. Although they sold better than the 1933s had, they were not the salvation the company needed. Worse still, Harold Ames, E.L. Cord’s right hand man, hated the look of the cars. As a result, Ames’ boss, Manning, decided he was just the man to solve the problem, and sent him to Auburn, putting him in charge of the company.

1936 Cord 810, on display in Auburn, IN :
Designed by the legendary car designer Gordon Buehrig, the Cord 810 created a sensation when it debuted at the 1935 New York Auto Show. Also known as the Baby Duesenberg, it was Cord's attempt to market a car priced between the Auburn and the Duesenberg. This model, the 810 Phaeton, sold new for $2,195, a considerable amount of money in 1936. Sadly, Cord's finances couldn't match Buehrig's incredible design and the 810/812 Cord lasted only two years. In 1937, the ACD Automobile Company went out of business, yet another casualty of the Great Depression.

Today, the Cord 810/812 is widely regarded as one of the most beautiful cars ever built and was honored by the Museum of Modern Art, which named the 810 Cord as one of the 10 most significant cars of the 20th century. This beautifully restored example is one of a few 810 Phaetons still in existence and has won many awards over the years.

This 1936 Cord 810 Sedanca de Ville is fitted with coachwork by Derham of Resemont, PA. It was built for Mrs. Charlotte Durrance Wright, heiress to the Cambell Soup fortune. The Cord was a wedding present from her father. This Sedanca de Ville features a three-position, three-piece top and is also fitted with a one-piece windshield. The Cord has such outstanding features as hidden headlights, the absence of a running board, and a radio with the antenna under the car.

The car is powered by a 288.6 cubic-inch Lycoming V8 engine developing 125 horsepower. It rides on a 125-inch wheelbase. It has a Bendix pre-selector transmission coupled with front-wheel drive.

The new car caused a sensation at the 1936 New York Auto Show in November. The crowds around the 810 were so dense, attendees stood on the bumpers of nearby cars to get a look. This was the car of the future. The body design of the Cord 810 was the work of designer Gordon M. Buehrig and his team of stylists. Nearly devoid of chrome, the new car was so low that it required no running boards. Pontoon fenders, wraparound grille and concealed headlights were featured. Its engine-turned aircraft style dashboard featured a tachometer and built-in radio. Mechanically the car was innovative with front wheel drive, a pre-select gear transmission, and a Lycoming engine with performance to match its looks.

This vehicle is a 1936 Cord 812 Beverly and is owned by the Auburn, Cord, Duesenberg Museum. The Auburn Cord Duesenberg Museum is located in Auburn, Indiana in the company's magnificent block long art-deco showroom.

Supercharged engine of a 1937 Cord 812 :

 In 1937 the 812 was offered with an optional supercharger and it became the ultimate Cord before the company closed indefinitely the same year. While the supercharged option didn't save Cord, the car was much better sorted then the first cars badged as 810 models.

Central to the Supercharged Cord was a Schwitzer-Cummins centrifugal supercharger that was attached to the L-head Lycoming V8 engine. With 6 psi boost, it produced roughly 185 to 195 bhp. This was good enough to propel Ab Jenkins at an average speed of 101.72 mph for 24 hours on the Bonneville Salt Flats.
Like the 1936 models badged 810, the 812 had eccentric styling designer Gordon Buehrig which was matched by some unorthodox engineering choices. To allow for more cockpit room, a bespoke transmission was fitted aft of the engine which initially caused many problems with reliability.

Four different bodystyles were avalble directly from Cord including the Convertible Coupe also known as the Sportsman, Beverly Sedan, Custom Beverly, Custom Berline, Phaeton, and Westchester Sedan

Auburn 852 Speedster:

 on January 1st 1935, the 851's potential was quickly showcased by Ab Jenkins who completed a 12 hour run averaging above 100 mph in a completely stock SC Speedster. To commemorate this achievement all SC Speedsters received a plaque on the dashboard. In its first year the 851 seemed to turn Auburn's fortunes around with a production run of close to 5000 cars. For 1936 very little changed in the line, but for reasons unknown the model was now known as the 852. Sales dropped dramatically to just 1850 and Cord decided to immediately end Auburn production.

Even though the Auburn production stretched over four decades there is really only one model that the manufacturer is still known for today; the last one. Ever since Cord bought the company in 1924 he used for his own financial benefits and to test new marketing strategies, which is what the great cars did not deserve. With the help of Harold Ames and Gordon Buehrig the company went out with a bang and will always be remembered for the marvelous Speedster.

 

This Auburn 852 SC is one of the last of the legendary Speedsters built. One of its earlier owners, David H. Tunick was very active and chassis 35209E was frequently shown in 'Auburn Cord Duesenberg' (ACD) events over the last 30 years. The previous owner acquired the car from Tunick's estate in 2005 and had it completely restored. Painted in a striking but incorrect, two-tone silver over maroon scheme, it was entered in the 2007 Pebble Beach Concours d'Elegance where Auburn was one of the featured marques. He then repainted the car the correct black and sold it at the 2008 RM Auctions' sale in Monterey. Here it was bought by the current, European owner for a hefty $533,500. He subsequently entered the 852 SC in the 2009 Concorso d'Eleganza Villa d'Este where it was awarded 'Best in Class'.