New Century, New Ideas

By 1900 more than several states had entrepreneurs backing automobile projects and working models. Automobile journals such as The Horseless Age were covering it all, and there was quite a ferment of activity in this realm, especially in Michigan and Indiana.

Indianapolis would become the center of most of Indiana’s production, and Marion was one of those Indy firms that had a moment of glory in the sun.

The First-Gen Marions

Organized in 1904, Marion Motor Car Company initially produced a touring model not unlike its chief competitor across town, the Premier. Both cars used air-cooled engines supplied by Reeves, and both looked very similar, as they both shared a 96-inch wheelbase, but the Premier had a rear entrance tonneau.

1905 Marion Model A Touring. *all images factory brochures Courtesy HCFI.org unless otherwise noted*

Fred I. Tone had been its chief engineer, and Robert H. Hassler developed the sliding gear transmission for the 1907 Marion, but it was the arrival of Harry C. Stutz in 1906 that stirred the pot for Marion’s innovations in automobile models.

Comings and Goings

Harry Stutz had been working for the American Motor Car Company and had developed their 1906 Touring model before deciding a depart for another opportunity, which happened to be Marion. Ironically, at this same time, Fred I. Tone at Marion had decided that he saw a greener pasture at another firm, which happened to be American Motor Car, and so he left Marion.

Both men thus exchanged their positions at Marion and American Motor Car, and, as it worked out, it was a win-win for both companies. Tone would go on to develop the American Underslung, and Stutz would create a succession of runabout speedsters for Marion before he departed to form his own company and create the iconic Stutz Bearcat.

The 1907 Model 7 Roadster Runabout

The first product that Stutz developed for Marion was, in his opinion, a solution for Marion’s chronic undercapitalized situation. Stutz proposed building a simple and inexpensive runabout for the ordinary guy or gal to drive around in, something cheap to gin up sales, as touring cars tended to be larger and loaded down with baubles and whatnot, thus costing more to produce. The Runabout was a stripper car to bring cash in the door during the Panic of 1907, and Marion managed to ship 263 Marions of some type during this recession.

1907 Marion Roadster side view. Already one can see the potential for a sport or speedster model emerging from this early runabout style.

Marion had used Reeves engines in its prior models, and for 1907 Reeves switched to water-cooling powerplants as seen in engine images below.

1906 Reeves Auto Motors ad. In 1906, Reeves was still air-cooled. *image courtesy Wikipedia*

1907 Reeves Model H water-cooled engine. Reeves likely jacketed the air-cooled model.

The Runabout Roadster had a 100-inch wheelbase, weighed 1825 lbs, and retailed for $2000 F.O.B. The Runabout was capable of 50 mph and sported a Hassler sliding gear two-speed transmission that was handily mounted at the rear axle, as seen in the image below.

1907 Marion chassis, overhead view. Note engine in front, Hassler transmission in rear.

Although the 201 cubic inch engine was rated at only 24 Hp, no doubt it was a torquey unit and was probably a peppy ride!

The 1910 Model 33 Bobcat

At some point Harry Stutz developed the racing bug, albeit at an amateur level, and records show that he competed in Marions in several contests, proving that his ideas were bearing fruit for the company. Although raced, the Marion did not trumpet its accomplishments in their ads—a pity.

The reason for not touting racing wins was probably a management decision, and in fact, there had been some changes going on in the front office as Management, now controlled by John N. Willys, tried to figure out how to sell more cars.

In 1910 a Special Roadster was teased in the Overland Scout, a company newsletter put out by Willys-Overland (Marion was affiliated with Overland by this time). As stated in the Overland Scout:

In addition to the Touring and Close-Coupled Cars, and in view of the wonderful showing made by the Marion when-ever it has entered speed competitions against other cars of equal power, we have decided to build a limited number of special Roadsters. These fast cars represent the highest development of the genuine stock racing car of medium power, and under favorable circumstances may be relied upon for a speed as great as 65 to 75 miles an hour. The car itself is the same as the regular Model 10, but ten inches shorter, and equipped with special two-passenger racing body, having low seats and rear tanks. The design is beautiful, and the whole will instantly appeal to anyone desiring great speed, and a car of class and smart, thoroughbred appearance, whose owner will be envied wherever it is seen. Specifications, including price, the same as Model 10 except as above noted, and the color, which is vermilion with black fenders.

1910 Marion teaser image in the *Overland Scout* from 1910.

The 1910 Marion Special Roadster was later renamed the Model 33 Bobcat for 1911, a runabout of 110” wheelbase and a 4” x 4.5” Continental four-cylinder L-head engine rated at 30 Hp. By now Stutz’ three-speed transaxle was part of the drivetrain, and the Bobcat, as it was known, was touted as a very spiffy and speedy ride.

Marion Bobcat logo

In fact, the Bobcat was a prototype for Harry Stutz’ Bearcat, a model that he would develop after he started his own company, The Ideal Motor Car Company, in 1911. Finished just in time for the inaugural Indianapolis Sweepstakes that was held on Decoration Day, the Stutz racer became “The car that made good in a day.” The Bearcat would be made as a replica of the Indy racer, and Stutz was off and running.

Further Bobcat Iterations

The Bobcat continued to be made after Harry Stutz left the firm, showing up in 1912 as the Model 36, now with an enlarged engine of 251 cubic inches capacity (4” x 5”) and rolling on a 112” wheelbase.

The Bobcat was a slightly hopped-up version of the Model 33 Open Roadster (seen above), whose smaller four-cylinder displaced 226 cubic inches (4” x 4.5”) and it was placed on a 111” wheelbase chassis. Virtually identical otherwise—go figure!

1912 Marion Model 36 Bobcat. A little bit racier than the Model 33, with a little more power.

The Bobcat would continue as the Model 36-A for 1913, now with a top. Its catalog provides some good images of the engine and its famously rugged Stutz transaxle.

1913 Marion engine exhaust side. What looks like a turbo on the side is just a pump housing.

1913 Marion engine, sectioned to see its L-head configuration.

1913 Marion transaxle. This was a Harry Stutz innovation that he would take with him to his next company. Note the double-wide brake shoe arrangement.

1913 Stutz transaxle. Notice the similarity to the Marion transaxle. *brochure image courtesy AACA Library.*

For 1914, the Bobcat would be stretched onto a 117” wheelbase, but not much else is known about it.

1914 Bobcat, from the Marion parts book. The passenger cowl has been reshaped to be more enclosing.

Managing and Mismanaging

As previously mentioned, Marion had faced a chronic lack of funds, and this continued despite changeovers in management. In 1909 John North Willys, having had some success with selling Overlands, took over sales (and control) of Marion, and Stutz would eventually leave over a dispute with Willys regarding the direction of the company.

J.I. Handley, president of American Motors (American Underslung), next acquired control of Marion in 1912 after raising a cool $1.1 mil to create a conglomerate involving both American and Marion. Willys and others objected, lawsuits were filed and adjudicated, but by 1914 Handley had prevailed and Willys had left to focus on Overland and regroup. More on that in the next episode….

Nevertheless, all this money and effort spent in the courtroom had to have had a negative effect on minding the store, as Marion sales steadily dwindled to below 1000 units per year and remained in the cellar. Willys was dominant after pushing out Stutz, their chief engineer. Handley had already jumped ship from American Motors as it was foundering in 1913, then battled with Willys over control of Marion. Handley then pushed out Willys and created Mutual Motors Corp in December of 1914 to consolidate efforts, all while purchasing Imperial of Jackson, Michigan and moving Marion to Jackson. Confused yet?

By the end of 1916, however, Imperial was a defunct company. And, by 1918, so too was Marion-Handley. So much for Handley’s management skills….

Although it seems that Marion was an ill-fated company, this tale was not an unheard-of story in the first couple of decades of the twentieth. Automotive companies were figuring out what to make, how to make it, and what would sell. Whole new professions, such as marketing and advertising, were being made up as companies went along.

These were frontier times for the auto industry, and big ego execs battled for control of companies large and small. A lot of companies came and went. A lot of bankers and execs got paid and paid handsomely. A lot of workers got shuffled around, then kicked to the curb.

Marion Motor Car Company was just another case study.

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Spring has sprung, and with that, graduations of loved ones and friends, followed soon thereafter by Mother’s Day, and then Father’s Day. All are good opportunities to present someone you care about with a nice book to read. If you haven’t yet picked up a copy of my book, Classic Speedsters, maybe it’s time to buy one! A great read, one that will be cherished for years to come.

Next episode we’ll look at Overland, another company with John North Willys’ handprints left on the steering wheel. In the meantime,

Go drive that speedster!