Adler

D, 1900 – 1939

(1) Adler Fahrradwerke vorm. Heinrich Kleyer AG 1900 – 1906

(2) Adlerwerke vorm. Heinrich Kleyer AG, Frankfurt/Main 1906 – 1939

This well-known bicycle and typewriter firm had already built components for Benz as well as a few De Dion tricycles when their first car appeared in 1900. This closely resembled the contemporary Renault, with tubular frame, shaft drive, and front-mounted 400cc single-cylinder De Dion engine; suspension was full-elliptic all round and steering was by tiller, but both these archaisms had gone by 1901 when a bigger 510cc power unit was standardized. By 1902 the company were making their own engines, an 850cc single and a 1.7-litre twin, there were four forward speeds, and the lateral radiators continued the Renault idiom.

With the arrival of Edmund Rumpler in 1903 the Adler idiom crystallized, even if this experimental swing-axle suspension did not pass beyond the prototype stage. Characteristics of the new models were side valves in an L-head, dual ignition, pressed-steel frames, and rectangular radiators. Four cylinders were preferred, though singles were still offered in 1905, and twins as late as 1909. By 1905 there were 4-cylinder cars of 2.8-litres, 4-litres and 7.4-litres, this last figuring in Adler’s Herkomer Trophy entry, and attracting an order from Kaiser Wilhelm II in 1907. If the 1906 Kleinwagen, a 1.032cc aiv V-twin with water cooling and steel artillery wheels, marked a retrograde step, by 1907 the company had adopted the unit gearbox, and were experimenting with ioe engines, achieving a 3rd place in the Prince Henry trials. There were also some modest short-stroke fours. A 2-litre 8/15ps was followed a year later by the successful 1.555cc 7/15. This developed into the 1.8-litre 7/15, popular in England as the 12hp. These small Adlers had dual ignition, but foot accelerators were found only on the bigger cars as late as 1913. There was a fast 5.2-litre 76bhp ioe model for the 1910 Prince Henry Trials, and a smaller 3.2-litre version was offered to the public. It evolved into the 15/40 of 1913, with 3.8-litre and 69bhp, used as the basis for Adler’s unsuccessful 1914 T.T. racers. Their Knight-engined 1911 cars did not progress beyond the prototype stage, but very attractive was that year’s new model, the 1.3-litre K voiturette, initially with pair-cast cylinders, but offered in 1913 with Monobloc engine and a choice of side-by-side or tandem seats. Rear suspension was full-elliptic. It did 50mhp and 38mpg, and was well received by Britons, who bought it under the name of Morgan-Adler Carette. There were also some large sv fours, the 4.8-litre 19/45 appearing in 1911, followed in 1912 by a 7.8-litre 30/70, and in 1914 by a V-radiatored 9.1-litre monster, top of a nine-model range. Also new was an enlarged K, the 1.552cc KL with four-seater bodywork and semi-elliptic rear springs.

A selection of the more popular 1914 types reappeared in 1919, and even in 1922 a replacement for the KL, the 6/22PS, retained a fixed head and reverted to a separate gearbox. Adler’s first sixes came in 1925, these boasting alloy pistons, detachable heads, and front wheel brakes. The 10/50 had a 2.6-litre Monobloc engine, but the 4.7-litre 18/80 was of biblock type. Also new was an essay in the American idiom, Becker’s 1.550cc 4-cylinder Favorit. Three years later it had been joined by a 2.9-litre six and a 3.9-litre straight-8, both with hydraulic brakes, these being offered on an enlarged and modernized Favorit in 1929. 

At the Geneva Show in 1932 Adler presented their new 1.5-litre Trumpf with front-wheel drive and independent wheel suspension, a design of H.G. Röhr. This first front-driven car was followed by the 1-litre Trumpf Junior, the 1.7-litre Trumpf and the 2-litre model. The competition versions of these models – very often fitted with aerodynamic bodies – were very successful in the years from their appearance to the outbreak of World War 2. Streamlined Trumpf and Trumpf Junior cars gained 22 international records in 1935 and 1936 on the Avus and the Darmstadt Autobahn. A win in the Leinster Trophy Race of 1934, a Team Prize at Spa in 1936 in the 2-litre class, a 2-litre class win and 6th place overall at Le Mans in 1937 were only a few of the victories. In 1937 Adler introduced a rear-wheel driven model again, the 2.5-litre with 6-cylinder 50bhp engine, aerodynamic body and swing axles. The sports version of this type developed 80bhp.

Production of private ceased in 1939. Some prototypes of the Trumpf Junior were produced after the war and were on show at the Hanover Fair 1948, but production was not taken up. Instead of this, production of motorcycles was resumed, lasting until 1957.

Source: Georgano, encyclopedia of motorcar; HON

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Hupmobile

US, 1908 – 1940

Hupp Motor Car Corp., Detroit, Mich.; Cleveland, Ohio

Robert and Louis Hupp, the founders of the Hupmobile company, started with a 2.8-litre 4-cylinder light runabout, with two bucket seats and a bolster tank, distinguished by a 2-speed sliding-type gearbox. This Hupmobile car sold for $750 and was joined in 1911 by a Hupmobile touring car with 3 forward speeds and a longer wheelbase of 9ft 2in, listed at only $900. Hupmobile, like Dodge and Chevrolet, adhered to the 4-cylinder sv unit for many years and made nothing else until 1924, though the Hupmobile cars acquired electric lighting and starting in 1914. A Hupmobile car with a 10ft 6in wheelbase was made available for seven-seater bodywork in 1916. Sales were good: 12.000 Hupmobile cars in 1913, and climbing up to 38.000 by 1923. By 1918 a rounded cowl and bonnet line had replaced the original angular configuration and fuel feed was by vacuum from a tank at the rear. Open Hupmobile car models were listed at $1.250. Aluminium pistons were featured in 1924 and balloon tyres on the Hupmobile car in 1925, the last year of the four. Interestingly enough, Hupmobile’s 4-litre straight-8 appeared in 1925, a year before the first six. This Hupmobile car was a conventional machine with contracting Lockheed hydraulic brakes, mechanical actuation being used on the 6-cylinder Hupmobile cars. The Hupmobile car company stayed in the medium-price field, sixes selling at $1.295 in 1929, while prices of the Hupmobile M-series sv eight started at $1.825. In 1929 Chandler’s plant in Cleveland was acquired and was used for the manufacture of the less expensive Huppmobile Hupps. Like most of America’s independent makes, the Hupmobile car company was hit hard by the Depression, sales of Hupmobile cars dropping from 50.374 in 1929 to 17.450 in 1931, although in the next two years, in 1932 and 1933 some very handsome Hupmobile cars were made.

In 1934 the Hupmobile Aerodynamic range with three-piece wrap-around windscreens and headlamps faired into the bonnet sides appeared. An experimental front wheel drive version was not proceeded with. The aerodynamic Hupmobile cars were made in 4-litre, 6-cylinder and 5-litre straight-8 forms, but sales were poor and the Hupmobile car factory closed down halfway through the 1936 season. It was reopened, but the 1937 and 1938 Hupmobile cars were of little interest apart from the standardization of automatic overdrive on the eights. Like Graham, Hupmobile tried to stay in business by adapting the body dies on the discontinued 810/812 Cord series to their conventional running gear. These Hupmobile Skylarks were built in the Graham factory; the last Hupmobile cars were completed in July 1940, but were sold as 1941 models.

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