Beschreibung:

524ci T-Head Six Cylinder Engine 75bhp at 2,500rpm 4-Speed Manual Transmission Solid Front Axle – Semi-Floating Rear Axle 2-Wheel Mechanical Brakes *One of two known to exist *Desirable four-valve configuration *Well cared for by a marque aficionado *A rare example from one of America's most esteemed automakers *Listed in the Pierce-Arrow Society Roster *Recognized by the Classic Car Club of America THE PIERCE-ARROW SERIES 51 In the early days of motoring, the George N. Pierce Co. of Buffalo, New York vaulted from being a maker of birdcages and other household goods to establishing itself as a manufacturer of some of America's most highly regarded automobiles. The price tags were steep, but Pierce's cars delivered full value for the money, boasting the kind of sophisticated engineering and robust construction that allowed the company's four-cylinder Great Arrow to win the demanding Glidden Tour in 1905, and the next four years as well. As the cars grew in displacement and size, their prestige did, too. The company's first six-cylinder car, introduced in 1907, was powered by a colossal 618.5-cu.in. inline six, rode on a 135-inch wheelbase and weighed more than two tons. Despite prices that ranged from $6,500 to $7,750 – more than twice that of a Cadillac – the production run was sold out before the year began. President Taft, the first U.S. president to use an automobile for formal occasions, ordered two Pierce-Arrows for the White House, establishing a tie that would continue until 1935. Together with Packard and Peerless, Pierce-Arrow was venerated as one of the "Three P's," the trio that for many years dominated the American luxury-car market. By 1910, Pierce-Arrow was offering three distinct chassis, establishing an all-six-cylinder range that would see it through the next decade. There was not a modest car among them. The smallest, the Model 36 (later the Model 38), featured a 329-cu.in. straight-six and a wheelbase that stretched 129 inches; the largest was the magnificent Model 66, which flaunted 824.7 cubic inches and a 147.5-inch wheelbase. Splitting the difference was the Model 48. Though the 48 was named for its fiscal horsepower rating, the dynamometer told another story. Its 524-cu. in. T-head inline-six, subjected to multiple tests at the factory before being installed in a chassis, actually produced as much as 75 hp at its 2,500 rpm redline. The engine was of time-tested design, composed of three blocks of two cylinders each, each block cast integral with its head. There were two spark plugs per cylinder, with two independent distributors for dual ignition. Oil was fed to all crankshaft and connecting rods bearings under pressure. Pierce-Arrow designed and manufactured its own carburetors, which featured automatic mixture adjustment. Pierce-Arrow engineers increased the efficiency of this engine in July 1918 by giving it sophisticated, four-valve cylinder heads. This Dual Valve Six was even more muscular than its impressive predecessor, so much so that it made the mighty Model 66 redundant. The 38 and 48 were carried forward, renamed the Series 31 and Series 51, respectively. A conventional frame with sturdy pressed-steel side members and cross-bracing provided a strong foundation. The front axle was of drop-forged steel, and suspended by semi-elliptic leaf springs; the semi-floating rear axle was held by three-quarter elliptic springs. Brakes were on the back wheels only: An external contracting brake, operated by lever, and an internal expanding brake operated by the foot pedal. All Pierce-Arrows of this era were right-hand drive; the company was one of the last U.S. automakers to relocate its steering wheel to the left. A leather-faced cone clutch was a nod to tradition, but the all-electric lighting system was thoroughly up to date. The headlamps moved to the fenders in 1913, though Pierce-Arrow gave customers the option of conventional headlamps – an option few chose. With the launch of the Series 51, the pa