Stevens-Duryea

1901 Hampden Phaeton described as 1902 Stevens-Duryea in Automobile Topics

After departing from the Duryea Motor Wagon Company in July 1898, J. Frank Duryea was hired to build a car for the American Automobile Company of New York. When this company appeared to be more interested in stock promotion than building cars, Frank Duryea returned to Springfield (Hampden County) in 1900 and set-up an engineering company with his chief mechanic, John S. Jones and draughtsman William M. Remington. The Hampden Automobile & Launch Company built one launch and three prototype cars.[2] Built in a small shop, the company looked for a partner to begin manufacturing and found J. Stevens Arms and Tool Company with spare manufacturing space and funds.[3]

1904 Stevens-Duryea Model L Stanhope Runabout

A contract to manufacture cars called Stevens-Duryea was signed in August 1901. Stevens Arms had recently purchased the factory of Victor Steam and bicycle maker Overman, and Stevens-Duryea shared the premises for several months. The first Stevens-Duryea was identical to the car developed by Hampden Automobile & Launch and the first 50 cars were planned to be built by March 1902.[4][3] The Stevens-Duryea was a two-cylinder, 5-hp runabout that sold for $1,200 in 1901 (equivalent to $42,200 in 2022).[1]

The firm produced 61 cars in 1902 and 483 in 1903. By 1904 the stanhope runabout, was called the Model L. It had a flat-mounted water-cooled 7-hp engine, situated amidships of the car, four speed gearbox (three forward, one reverse), wire wheels, full-elliptic springs, and tiller steering. Weighing 1,300-lb (590-kg), it sold at $1,300.[1] This would be imported to Britain by Joseph Baker and Sons.[5] Stevens-Duryea would participate in Reliability Trials, hill climbs and some motorsports,[6] and joined A.L.A.M. and participated in the major motor shows.[1][2]

In 1905 the Model R was introduced, a newly developed 4-cylinder engine of 20-hp,with three-speed gearbox and shaft drive. Briefly advertised as the Twentieth Century Hustler,[7] with an aluminum-bodied, five-seat touring car, priced at $2,500 (equivalent to $81,426 in 2022), Stevens-Duryea enter the luxury car market where they would remain. Frank Duryea developed a multi-disc clutch and built his transmission in-unit with the motor. Using 3-point support for the unit engine and transmission, would be advertised for all future models.[1][2]

1906 Stevens-Duryea Model S Big Six at the Chicago Show

The model line grew in 1906, adding a $2,400 runabout and a $3,300 limousine.[1] Stevens-Duryea automobile income was now larger than arms production income and J. Stevens Arms and Tool agreed to set-up a new company. Capitalized at $300,000, 3,000 shares were split 2/3 to J. Stevens Arms and Tool and 1/3 to J. Frank Duryea. Irving H. Page of Stevens Arms became President and Treasurer and Frank Duryea, Vice-President and Engineer.[8][9]

For 1906 the new Model S Big Six was introduced with a huge 9.6 liter six-cylinder motor, seven-seat tulipwood and aluminum body, weighing 2,900-lbs (1315-kg) and priced at $5,000, equivalent to $162,852 in 2022.[10] Introduced at the January 1906 New York Motor Show, it along with Franklin, was one of two six-cylinder American cars shown. National and Frayer-Miller also introduced six-cylinder cars in 1906.[11][12] Dating their six-cylinder car from 1905 when it was tested, Stevens-Duryea would advertise their cars as the Pioneer Builder of American Sixes.[1]

In 1907, the company dropped the Model L and added the Model U,[13] a six-cylinder (Little Six) of 30/35-hp and priced more competitively at $3,500, equivalent to $109,925 in 2022. The Model U became very popular selling into 1910 when it was replaced with the Model AA (Light Six). The Model R was offered until a new four-cylinder, the 1909 Model X and Model XXX runabout was introduced. The model X was rated at 24-hp with prices starting at $2,750.[10]

By 1910, a Model Y 6-40 six-cylinder vehicle replaced the Model S as the largest car. Horsepower ratings changed and the reported horsepower became 54.1. The Model Y formed the basis of Machinery's Reference Guide No. 60 Construction and Manufacture of Automobiles. Remarks in the publication emphasize how the company reached this configuration in the preceding six years.[14][15]

In 1909 Frank Duryea at the age of 40, on doctor's advice, retired from daily work with Stevens-Duryea due to 20 years over-work and job related stress.[2] Will Remington became chief engineer with Frank Duryea consulting. In July 1911, Walter H. Whiteside, formerly of Allis-Chalmers was elected President and I. H. Page became Chairman of the Board.[16]

In 1913, Stevens-Duryea introduced the Model C-Six on two wheelbases and standardized on a one model policy. The C-Six engine was rated at 44.6-hp and was priced at $4,500 as a touring car, ranging up to $5,950 (equivalent to $176,176 in 2022) as a 7 passenger Berline. Production dropped from 1,500 cars in 1912 to 1,000 in 1913, but was more profitable for the company.[2] The company advertising were extolling Nearly a Quarter-Century of Leadership.[1][2]

The 1915 Model D was the company's last new design, an 80-hp (60 kW) 472ci (7740cc) six-cylinder.[1] In January 1915 it was announced that Stevens-Duryea would stop making cars. Although financially strong, working cash was short and the uncertain financial market were sited as reasons.[17] J. Frank Duryea was now the majority shareholder and turned down financial investments that were conditional on adding a lower priced line of cars. He did not feel Chicopee was a good location for volume production and was not interested in lowering his manufacturing standards.[2] In May 1915 the majority of Stevens Arms and Stevens-Duryea plants was sold to New England Westinghouse Company.[17] One building portion of the plant was retained to supply and make parts for the estimated 14,000 Stevens-Duryeas built.[17]