Early Days
Speedsters in the first generation of the type, roughly 1904-1915, were mostly open-platform cutdowns. Such seating was considered adequate, and in some cases comfortable. But the first bump or sharp curve usually reminded passengers that they needed to hold onto something or be ready to jump when the overeager pilot rolled that baby.
Drivers who were courting needed at least a third seat to carry the required chaperone, and thus was born the third seat option, also known as the “mother-in-law’s seat.”
Knox’s solution for this on their big-motor Model M Sportabout in 1909 was to have a single rumble seat, right over the rear axle, thus insuring a bumpy ride for “the minder.” Poor thing - what a distraction – better hang on tight!
The 1909 Knox Sportabout was their Speedabout model with a “mother-in law’s” seat!
The third seat was carried as a solution for several companies during this era. It seemed to work for everyone except, of course, the mother-in-law!
Second Gen Solution
During the second generation or sport-bodied era, increasing the wheelbase and enclosing the passenger compartment (somewhat) provided the opportunity to install the retractable running board chair, as well as expand the single rumble into a double-rumble seat that also retracted into the body, which gave the car a 2+2+1 seating configuration. To name a couple of examples of the side seat, the 1921 Kissel Gold Bug Speedster and the 1923 Paige Daytona both had this optional seating feature.
This 1919 Paige-Detroit Daytona Speedster prototype appeared at the 2011 Amelia Island Concours. This would later be produced as a factory model. Check out the madding crowd!
Kissel would later expand their seating to 2+2+1 with the advent of their 1923 Series Six-55 Speedster. Still reserved for the chaperone, this side seat was also known as the “suicide chair.” Hmm—but— you could still party with all of your best buds while the fun lasted!
Hal Roach with his fellow actors, about to go riding in his 1923 Kissel Six-55 Speedster.
Third Gen Franklin Fun
Leave it to the designers of the third generation of speedsters to just come out with the best idea. Chaperones were no longer de rigueur, and thus were allowed to sit with the company (if they played nice). The open touring body was still popular by the later 1920s, so this became the platform for the large-capacity speedster.
Speedsters by definition were more powerful and less laden with baubles and accessories, so it was easy to create a touring body stripper and pass it off as a dandy. In fact, many of the auto firms made a narrower body to differentiate the speedsters from their more comfy and classy cousins.
So, what we see below are a few solutions to this ever-growing demand for bringing along a crowd. The times were good, the cars were big, so why not share the love with all of your friends?
Franklin had introduced Franklin Airman Series in 1927 to capture some of the tailwind that came along with the swell of interest in aviation after Charles Lindbergh flew solo across the Atlantic. They first introduced the DeCausse-designed Sports Runabout, a boat-tailed speedster, for 1927.
Although not exactly visible, this DeCausse-designed 1927 Franklin Sport Runabout featured a tapered tail that other makes quickly adopted for their speedsters. Note the side pocket door for the golf clubs!
However, Franklin wanted to capture more of the “in” crowd while the getting was still good in the Roaring Twenties economy. So in 1928 they introduced the four-passenger Dietrich-designed Convertible Speedster, and boy, was it a home run!
This 1928 Dietrich-designed Franklin Speedster was more of a lifestyle statement and heralded the arrival of the classy boulevardiers of the early 1930s. Nevertheless, it was narrow, light, and quick!
Franklin, the Lion of Syracuse, had gone balls-out in the marketing department, hiring known flying ace Captain Frank Hawks, rising start Amelia Earhart, and the “Lone Eagle” himself, Charles Lindbergh as company reps. All three would be featured in Franklin ads for the next several years hawking the Franklin Speedster.
Charles Lindbergh was gifted a Dietrich Speedster for his promotional help; he believed in air-cooled power, and Franklin was all about that. Lindbergh would woo his future wife in his speedster—cool, or what?
Other Makes Jump In
Not to be outdone by Franklin, , other manufacturers had been thinking about enlarging their speedsters’ back seat, and by doing that hopefully increase their bottom line.
Under new leadership, Marmon had initiated a small car series called the “Little Marmon” while also retaining their “Big Marmon” models for the luxury crowd that was used to getting their Marmons the way which they had been accustomed.
The Little Marmon was a great idea but came in without soliciting customer buy-in first, so it ultimately failed and became a one-year wonder. Nevertheless, two Little Marmon Speedster models were produced for 1927.
1927 Little Marmon two-Passenger Speedster. By modern standards, this would be anything but “little.”
…and if you didn’t want your friends to have to hang on to the running boards of the 2 Passenger Speedster to get to the party, then why not take the 1927 Little Marmon four-Passenger Speedster?
The Marmon E-75 and 78 Series would produce their Speedsters for two seasons, as Marmon was trying to figure out why they were being squeezed at the top end of the market as well. They never really did get an answer to that. Nevertheless, they did produce some awesome luxury cars, including the “Big Marmon” E-75 and E-78 Speedsters for Mom and Daddy Warbucks.
Marmon 1927 4-Passenger Speedster, for when Mom and Dad took their friends to dinner.
1927 Marmon 7-Passenger Speedster, for when Mom and Dad took the grandkids to the beach house.
Stutz had introduced the “Safety Stutz” under leadership by President Frederick Moscovics and had been enjoying some success, despite being subjected to a conservative board of directors who were keen on luxury and disconnecting the brand from any mention of racing. This, of course, would later produce mortal disaster for Stutz. But—in the meantime—the Board had allowed Moscovics to issue a new series of Speedsters in the M Series. Three resulted, each giving their clients ample choices for how big they wanted their Stutz Speedster to be.
1928 Stutz 2-Passenger Speedster with a rumble seat for a 2+2 option.
1928 Stutz 4-Passenger Speedster with lots of room!
1928 Stutz 7-Passenger Speedster. Hail—hail—the gang’s all here!
Unfortunately for Stutz, as well as its competitors, the late 1920s saw the rise of strong economic headwinds that warned the wiser customers to sit on their money for the meanwhile and wait out the oncoming economic storm. Car companies bankrupted like crabapples on the lawn, and despite Stutz trying one last time with a next-gen revival of its iconic Stutz Bearcat, nothing seemed to work in that busting economy. Like Franklin, Marmon, and others, it too would go down despite its quality product.
The Roaring Twenties had come and gone, but during its decade a lot of very fine speedsters had been made and driven. Ah, those were the days!
Unfettered moments in a Stutz Bearcat…
We’ll continue this theme of variations from the traditional speedster concept in another post to follow soon. In the meantime, the weather is freshening, the COVID scare is lessening, and the open road is beckoning. Heed your inner speedster—go drive!
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