Mercer

US, 1910 – 1925; 1931

(1) Mercer Autocar Co, Trenton, N.J., 1910

(2) Mercer Automobile Co, Trenton, N.J., 1910 – 1925

(3) Elcar Motor Car Co, Elkhart, Ind., 1931

The Mercer car was named after Mercer County, New Jersey, where the Mercer car was made. The most famous Mercer car of all was the Mercer Type 35 Runabout of 1911, designed by Finlay R. Porter. The specification of this Mercer car was ordinary enough, embracing at first a 5-litre, 4-cylinder, Continental-built T-head engine that produced a little over 10bhp per litre at a leisurely 1.700rpm. There were 3 forward speeds. The classic ‘body work’ consisted of a bolster tank, two bucket seats, and a monocle windscreen. However, in common with other speedsters, the Mercer car weighed very little and could pull a high axle ratio, which helped the Mercer car to attain a guaranteed 70mph. In 1912, by contrast, a few Mercer cars were made with the Owen Magnetic’s Entz transmission. A more efficient, L-head engine giving up to 89bhp at 3.000rpm according to tune was substituted in 1915. Also, the Mercer car had a 4-speed gearbox. This 22 Series was designed by E.H. Delling. However, some of the old Raceabout’s character was lost, in that the body of the new version had sides and a bench-type front seat, instead of the two stark bucket seats of the first type. Indeed, full touring Mercer cars were offered as well. The Mercer Series 4 and 5, beginning in 1919, had yet another designer in A.C. Schultz, and even had an electric starter. Nevertheless, these Mercer cars were still European in concept in that the engines had a fixed head and a magneto, and drove through a plate clutch and, however much they had compromised with popular taste, the Mercer car could still attain 75mph. A six with an ohv engine made by Rochester was introduced at the same time, and sixes alone were made from 1923. The old line of Mercer cars finally died two years later. However magnificent they may have been, the Mercer car bore too little relation to what the public wanted to survive. Production never exceeded 500 Mercer cars a year. An attempt was made by the Elcar Motor Co and the engine by Continental. The latter was a straight-8 providing 140bhp and 100mph.

Source: Georgano, encyclopedia of motorcar; TRN

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DeSoto

US, 1913 – 1916

DeSoto Motro Car Co, Auburn, Ind.

The DeSoto appears to have succeeded the Zimmerman. This was a large car with a 55hp, 6-cylinder engine, which was furnished with a compressed-air starter. The DeSoto model Six-55 five-seater touring car sold for $2185.

US, 1928 – 1960

Chrysler Motors Corp, Detroit, Mich.

The DeSoto was launched in 1928 as a 3.2-litre side valve six to compete with Oldsmobile, Pontiac and the cheaper Nashes. Styling and general design of the DeSoto were in line with the 1929 Chryslers, and at $885 for a DeSoto sedan 90.000 were sold in the first twelve months. A 3.4-litre straight-8 DeSoto on a 9ft 6in wheelbase was announced for 1930 as the world’s cheapest 8-cylinder car. However, DeSoto suffered badly in the Depression, and in 1932, when flexible rubber engine mountings and free wheels were made available, sales dropped to 26.000 DeSoto cars.
The DeSoto disappeared from the British market about this time, though certain ‘Chrysler’ models listed in England (the Mortlake, Croydon, and some of the Richmonds) were in fact DeSoto cars in all but name. A 6-cylinder version of Chrysler’s advanced unitary-construction Airflow, the SE-type with a 4-litre engine, was brought out in 1934, but was an unsuccessful as its bigger sister. Later DeSotos followed regular Chrysler lines closely though in later years there was a tendency for DeSoto to move into a higher price class than Dodge; by 1952 DeSotos started $300 higher than the companion make.
By 1939 the DeSoto cars for sale were being made with independent front suspension, hypoid back axles and column change. There was a choice at DeSoto of two 6-cylinder engines and three wheelbase lengths, the longest of these being reserved for seven-seater bodywork – DeSoto continued to offer a really roomy family car right up to 1954. A 4-speed semi-automatic Vacumatic transmission became an option in 1941, but DeSoto’s big post-war change of models did not take place until 1952, when the division followed Chrysler’s lead in adopting the oversquare ohv V8; the DeSoto version was of 4½-litre capcity and developed 16-bhp. With the advent of Chrysler’s ‘flight sweep’ styling in 1955, the side-valve sixes were dropped and the standard engine in a DeSoto was now a 4.8-litre eight, giving 185bhp in Firedome guise, and 200bhp in Fireflite form. Though this redesigning saved Chrysler sales generally, the slump in the medium-price class had an adverse effect on DeSoto and in 1959 the DeSoto division was merged with Plymouth. Last of the DeSotos were the 1961 models, unitary-construction cars with a choice of three engines: Plymouth’s 145bhp ohv ‘slant six’ as used in the Valiant, and V8s of 230 and 265bhp, the two former only in Canadian DeSotos. Production of DeSoto cars ceased in November 1960 after only a few had been delivered.

Source: Georgano, encyclopedia of motorcar; MCS
The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com