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equipped with an extra belt-driven fan. The engine was lubricated with a unique Hupp system oil good for a 250 to 300-mile trip. The car had a 110-inch wheelbase and was fitted with 30 Ă 3 1/2-inch tires in front and 31 Ă 3 1/2-inch tires in the rear. This model never became popular partly because of the low power and only a two-speed transmission with very wide-spaced ratios. The low-speed ratio was 2.7 to one, and the high speed was direct reverse had the same ratio as the low, which meant that the car moved quite fast when it went backward. It had a distinct selling value in that the car was guaranteed to be free of material and workmanship problems. Furthermore, the manufacturer would replace any damaged material at no cost except for the tires.
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segment, Hupp turned its back on its established clientele. This was the same mistake that many other medium-priced carmakers made at the same time. In an attempt to capture every possible sale, they offered many different models. With
Hupmobile's low production volume, the result was that no model could be produced in sufficient quantity to achieve economy of scale.
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disassembled bodies were shipped by rail to
Detroit where they were put back together, painted and trimmed in the Hupmobile factory. Both the touring car and a coupe were made by this process and even one Hupmobile limousine. In 1911 no one, not Nelson, Ledwinka or Budd, thought to patent the process to manufacture all-steel bodies.
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Michigan. The company immediately outgrew this space and began construction of a factory a few blocks away at E. Jefferson Avenue and
Concord, next to the former Oldsmobile plant. The company produced 500 vehicles by the end of the 1909 model year (the fall of 1909). Production increased to more than 5,000 in the 1910 model year.
203:, with Charles Hastings, formerly of Oldsmobile, who put up the first US$ 8,500 toward manufacturing Hupp's car. They were joined by investors J. Walter Drake, Joseph Drake, John Baker, and Edwin Denby. Drake was elected president; Hupp was vice president and general manager. Emil Nelson, formerly of Oldsmobile and
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Company in
Philadelphia looking for help with developing an all-metal body for the Hupp 32. Hale & Kilburn had pioneered the replacement of cast iron with pressed steel for many parts for the interiors of railway carriages. According to Nelson, "None of the Detroit plants would contract" to make
223:
The four-cylinder engine had a bore of 3 1/4 inches and a stroke of 3 3/8 inches and was rated at 16 to 20 horsepower. The valves were on the motor's left side, with spark plugs over the inlets and relief cocks over the exhaust. The flywheel also served as a fan, and cars delivered to hot areas were
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When Hupp left Hupp Motors in 1913, he informed the company his supplier companies would devote their full capacity to make parts for RCH. Facing the loss of manufactured parts from Hupp
Corporation and increasing demand for the Hupmobile, Hupp Motors acquired seven acres for a new factory at Mt.
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Budd and
Ledwinka worked with Nelson to develop means to manufacture Nelson's design for this body. They devised a system where the body's numerous steel stampings were welded together by hand and supported by a crude system of angle iron supports that held the welded subassemblies together. The
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when the court held that the
Ledwinka patent was invalid. "fter the art had developed...Ledwinka has endeavored to go back and cover by a patent that which had become public property.... e is endeavoring to bring under his patent those things which belong to the public." The court relied on the
339:
in 1930. A strategy to make the
Hupmobile a larger, more expensive car began with the 1925 introduction of an 8-cylinder model, followed by the elimination of the 4-cylinder Hupmobile after 1925. (Hupmobile made only 4-cylinder cars from 1909 to 1925.) While aiming for a more lucrative market
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Hupp Motors obtained $ 25,000 (equal to $ 847,778 today) in cash deposits at the 1909 automobile show (the lowest capitalization of
Detroit's eight major car makers) to begin manufacturing the Hupp 20. The first cars were built in a small building at 345 (now 1161) Bellevue Avenue in Detroit,
442:
In 1939, deliveries of the
Hupmobile Skylark finally began. Unfortunately, it had taken too many years to produce and most of the orders had been canceled. Production lasted only a couple of months, and only 319 Skylarks were produced. Hupmobile ceased production in late summer. Graham-Paige
260:
were employed at Hale & Kilburn at the time, Budd as the general manager and Ledwinka as engineer. Budd was interested in the project. Hale & Kilburn had built some body panels for King and Paige but Budd had grander aspirations the Hupp project would permit him to pursue.
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Several thousand all-steel touring cars were made before Nelson resigned as Chief Engineer in 1912. Hupmobile's commitment to this leading-edge approach did not survive his departure. The rest of the Hupp 32 production used conventional body assembly processes.
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The Model 20's pricing was set at $ 900. The touring automobile was built on the same principles as the roadster. The Touring was nearly identical to the runabout aside from a longer wheelbase, a stronger frame, a stronger rear axle, and other critical pieces.
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Despite technical innovations, squabbles among stockholders and an attempted hostile takeover in 1935 took their toll on the company. By 1936 the company was forced to sell some of its plants and assets and in 1937 Hupmobile suspended manufacturing.
323:. DuBois Young became company president in 1924, advancing from vice-president of manufacturing. By 1928 sales had reached over 65,000 units. To increase production and handle sales growth, Hupp purchased the Chandler-Cleveland Motors Corporation (
289:
Elliott and Milwaukee. It moved into the new plant in late April 1912. (This factory was demolished as part of site clearance for General Motors' "Poletown" assembly plant in the early 1980s.) Hupp Motors sold the Jefferson Avenue plant to the
207:, joined the company as chief engineer. Hastings was named assistant general manager. In late 1909 Bobby's brother, Louis Gorham Hupp left his job with the Michigan Central Railroad in Grand Rapids and joined the company.
372:, a flashy roadster that did well at the track, but sales continued to decline. 1934 saw the introduction of a striking restyle called the "Aerodynamic" by Loewy, as well as the lower-priced series 417-W using
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Motor Co. to share the Cord dies. Hupmobile and Graham both sold similar models, all to be built at Graham-Paige's facilities. While each marque used its own power train, the Graham edition, called the
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production of the Hupp 32 in 1911 as a major example of the prior art. The opinion does provide insight as to what was or was not novel about the process to manufacture the Hupp 32's body.
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280:. In 1914, Ledwinka filed for and received a patent for the process of making all-steel bodies. However, Budd later lost a patent infringement litigation it brought against
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In a constant effort to remain competitive, Hupp introduced a number of new features. They were one of the first U.S. automakers to equip their cars with "
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A new line of six- and eight-cylinder cars was fielded for 1938, but by this time Hupp had very few dealers, and sales were disappointingly low.
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455:", a device that enjoyed immense, but brief, popularity in automobiles in the 1930s. Hupmobile also pioneered fresh-air car heaters with the
409:, would return the company to financial health. Enthusiastic orders came in by the thousands, but production delays soured customer support.
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tried to establish a Hupmobile dealership but could not sell them so he started transporting miners in one of the vehicles and founded
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405:, paying US$ 900,000 for the tooling. Hupmobile hoped using the striking Cord design in a lower-priced conventional car, called the
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in 1953; the nameplate was subsequently used on a midsize model from 1961 to 1973, then on a compact model from 1975 to 1998. The
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Desperate for a return to market strength, on February 8, 1938, Hupmobile acquired the production dies of the
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built from 1909 through 1939 by the Hupp Motor Car Company of Detroit. The prototype was developed in 1908.
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Hupp Motor Car Company continued to grow after its founder left. Hupp competed strongly against Ford and
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Wise, David Burgess. "Hupmobile: Mass-Production Pioneer", in Ward, Ian, Executive Editor.
510:, is a prominent historic landmark. The dealership building in Washington, D.C., is now the
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In 1911 Hupp became one of two automakers pioneering the use of all-steel bodies, joining
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models in the 1940s. Their heater technology became widely adopted in the industry.
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While the Hupp 32 bodies were in production, Budd and Ledwinka left and formed the
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Zellers, Carl (September 2021). "Happy Birthday to a 1911 Hupmobile Model 20".
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Lacking adequate production facilities, Hupmobile partnered with the ailing
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suspended production shortly after the last Hupmobile rolled off the line.
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Hupp abandoned its more conservatively styled product line and turned to
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The Hupp Motor Car Company factory with a truck and three cars (1911)
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World in Motion 1939, The whole of the year's automobile production
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Forbes, B.C.; Foster, O.D. (1926). "Charles D. Hastings".
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Defunct motor vehicle manufacturers of the United States
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The Skylark's grille later inspired the grilles used on
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Vehicle manufacturing companies disestablished in 1940
822:"Automobile Trade Journal". May 1, 1912. p. 122.
780:(January 1988). "10 Best Engineering Breakthroughs".
434:, differed from the Skylark in a few minor details.
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Vehicle manufacturing companies established in 1909
335:Sales and production began to fall even before the
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800:"The Automobile". September 28, 1911. p. 553.
683:. Stanford, CA: Stanford University Press. Ch. 1.
658:. Evansville, IN: M.T. Publishing Company. Ch. 2.
316:. In 1913 Frank E. Watts was hired as a designer.
811:"The Automobile". October 19, 1911. p. 688.
650:"Horseless Age". September 1, 1909. p. 252.
640:(London: Orbis, 1974), Volume 9, p. 991 caption.
522:For specifications on various Hupmobile models:
626:. New York: Forbes Publishing. pp. 110â11.
952:Motor vehicle manufacturers based in Michigan
846:Lewis, Mary Beth. "Ten Best First Facts", in
833:"Horseless Age". April 21, 1912. p. 398.
8:
500:its own convertible and one-off coupe models
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724:"Horseless Age". July 21, 1909. p. 73.
713:"Horseless Age". May 21, 1909. p. 691.
360:1934 Model J Aero-Dynamic by Raymond Loewy
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656:The Hupmobile Story From Beginning to End
575:1929 Model M Opera Coupe â eight cylinder
563:1925 Model R Touring Car â four cylinder
551:1915 Model N Touring Car â four cylinder
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376:-built slightly-modified Ford bodies.
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327:) for its manufacturing facilities.
278:Edward G. Budd Manufacturing Company
144:Hupp grille badge, on a 1941 Skylark
252:an all-steel body for the Hupp 32.
992:1940 disestablishments in Michigan
587:1933 Model KK Coupe â six cylinder
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881:Connersville Chamber of Commerce
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27:Former American car manufacturer
987:1909 establishments in Michigan
498:picked up the Skylark name for
926:April 2007. Retrieved 5/12/08.
903:. Belvedere Publishing, 2015.
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154:Crawford Auto-Aviation Museum
624:Automotive Giants of America
599:1941 Skylark â six cylinder
483:'s Hupmobile dealership in
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352:1933 Model K "cyclefender"
272:1913 Model 32 Touring Car
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638:The World of Automobiles
527:Hupmobile Club Sedan â R
477:National Football League
282:C.R. Wilson Body Company
80:Automobile Manufacturing
972:Cars introduced in 1909
886:April 24, 2015, at the
654:Cuthbert, Bill (2003).
236:The "All-Steel" Hupp 32
890:Retrieved May 4, 2015.
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291:King Motor Car Company
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201:Hupp Motor Car Company
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183:1909 Model 20 Runabout
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63:Hupp Motor Car Company
921:"The Endangered List"
532:Hupmobile Touring â E
447:Technical innovations
421:1941 Graham Hollywood
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679:Ward, James (2003).
504:Hupmobile dealership
681:Three Men in a Hupp
492:Lincoln Continental
457:Evanair-Conditioner
368:to design its 1932
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48:42.3815°N 83.0343°W
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962:Brass Era vehicles
861:"Hupmobile models"
512:H Street Playhouse
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325:Chandler Motor Car
308:, a car dealer in
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249:Hale & Kilburn
247:Nelson approached
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152:1911 Hupmobile at
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231:1912 RCH runabout
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115:Detroit, Michigan
53:42.3815; -83.0343
16:(Redirected from
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77:Company type
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899:Odin, L.C.
487:, in 1920.
254:Edward Budd
199:co-founded
164:automobiles
51: /
941:Categories
909:B00ZLN91ZG
609:References
398:-designed
337:depression
197:Bobby Hupp
89:Automotive
39:83°02â˛03âłW
36:42°22â˛53âłN
947:Hupmobile
481:Ralph Hay
467:In 1914,
432:Hollywood
321:Chevrolet
314:Greyhound
301:Expansion
195:In 1909,
160:Hupmobile
884:Archived
866:July 30,
790:, p. 63.
766:(5): 50.
211:Model 20
175:Founding
129:vehicles
125:Products
85:Industry
538:Gallery
438:Closure
407:Skylark
331:Decline
310:Hibbing
205:Packard
170:History
103:Defunct
95:Founded
907:
687:
662:
518:Models
475:. The
463:Legacy
374:Murray
496:Buick
905:ASIN
868:2023
788:(7).
685:ISBN
660:ISBN
400:Cord
256:and
106:1940
98:1909
506:in
403:810
242:BSA
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839:^
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764:83
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730:^
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20:)
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