1909 Pierce-Arrow Model 40

Pierce-Arrow is fondly remembered as the builders of some of the finest luxury cars of the early 20th Century and as the first builders of an inline four-cylinder motorcycle in America. They had the distinction of being the first automobile to be used by the White House during the William Howard Taft administration in 1909, and were among the 'Three Ps' of luxury American motor manufacture, joined by Packard and Peerless. Pierce's hallmark fender-mounted headlamps, the work of designer Herbert M. Dawley, was introduced in 1913 and was not only a unique styling element but provided longer and wider illumination.

Before entering automobile production, the George N. Pierce Company was a bicycle manufacturer, along with bird cages, ice boxes, and other household items. Treasurer Charles Clifton championed automobile production after witnessing advancements in Europe with the De Dion engine. This engine would be the source of Pierce's first gasoline car, and much of the engineering and construction was provided by British-born engineer David Fergusson. The Pierce Motorette was completed late in 1901, and by the following year, approximately 150 examples had been constructed.

Continual development resulted in a larger car with a five-horsepower engine being introduced in 1903, followed by a two-cylinder, 6.5-horsepower Stanhope. The four-cylinder 'Great Arrow' model was introduced in 1904, and Pierce's son Percy drove one in the inaugural 1905 Glidden Tour, winning the reliability contest. The following four Glidden Trophys were won by Pierce automobiles. The names 'Pierce' and 'Arrow' became intertwined in the public's eye, and the company was renamed in 1909 to the Pierce-Arrow Company.

The first six-cylinder Pierce was introduced in 1907, dubbed the Model 65-Q. In a similar fashion to the four-cylinder engines that preceded it, it was given a T-head configuration. The 648 cubic-inch powerplant was installed in a 135-inch wheelbase which was nearly a foot longer than the largest four-cylinder model. In 1908, a smaller, 40-horsepower six-cylinder model named the 40-S joined the lineup, and another derived from the 24-horsepower four-cylinder 24-T before the end of the year. The final four-cylinder model built by Pierce was in 1909, switching to six-cylinder power as their mainstay for many years to come.

Several innovations were applied to the 1909 Pierce-Arrow models, including the lightweight aluminum coachwork, made possible by Pierce's exclusive casting method. The body sections were riveted together with lapped joints and filed for a smooth finish. Exotic materials were utilized for strength, durability, and reduced weight, such as Krupp chrome-nickel axle shafts and a manganese bronze differential case. The six-cylinder engines were cast in pairs with bearings installed between each, resulting in a rigid crankshaft.

The 1910 Pierce-Arrow catalog comprised three six-cylinder models - the 36-UU residing on a 119- and 125-inch wheelbase platform, the 48-SS one a 128- and 134-inch chassis, and the range-topping Model 66-QQ on a 133- or 140-inch platform.

During the 1920s, Pierce-Arrow was in poor financial health and in need of new models to remain at the top of the luxury car segment. Short on capital to fund development, they entered a short-term 'business alliance' with cash-rich Studebaker, whose president, Albert Erskine, had long desired to offer a true luxury model. Officially called a 'merger,' the deal that the two firms worked out was more of an acquisition of Pierce-Arrow by Studebaker.

The union between Studebaker and Pierce-Arrow resulted in a new engine introduced in 1929 that was 100 pounds less than the T-head six that it replaced. Additionally, it produced 25 percent more power from a 12 percent smaller displacement size. Being less expensive to produce, the lowest-priced Pierce-Arrow model listed at $2,775, helping the company achieve approximately 8,000 sales.

The financial devastation of the Great Depression of the 1930s affected every industry. The increasing cylinder wars added pressure to the limited luxury car segment, and a series of strikes at suppliers during 1932 resulted in hundreds of lost sales. In 1933 Studebaker declared bankruptcy and sold Pierce-Arrow to a group of Buffalo businessmen. Independent once again, the company hired former Auburn president Roy Faulkner and launched a restyled line in 1934 and again in 1936. Sales remained stagnant, and by March 1938, after building just 17 cars, production finally ceased.

The 1909 Pierce-Arrow Model 40

The 1909 Pierce-Arrow model lineup included the four-cylinder Model 24 and Model 40, and six-cylinder Model 36, Model 48, and Model 60. The Model 24 rested on a 111.5-inch wheelbase and was priced from $3,100 to $4,050. The Model 40 had a 124-inch wheelbase that was five inches longer than the six-cylinder Model 36. Prices ranged from $3,700 to $4,700 on the Model 36 and from $4,100 to $5,500 on the Model 40. The Model 48 had a 130-inch wheelbase, and the range-topping Model 60 rested on a 135-inch platform. Prices topped out at just over $7,000 for the Model 60.

The 1909 Pierce-Arrow model names represented the horsepower produced by the engine. Thus, the Model 40 produced 40 horsepower from its 432 cubic-inch T-head four-cylinder unit. It had shaft drive, a four-speed sliding gear transmission, and dual trembler coil and magneto ignition. The engine had individually cast cylinders bolted to an aluminum crankcase. The suspension was comprised of a solid front axle with semi-elliptic leaf springs. In the back was a live axle with three-quarter elliptic leaf springs. Two-wheel mechanical drum brakes provided the stopping power.

The four-passenger Model 40 touring car was priced at $4,100, the seven-passenger tourer at $4,300, the suburban with seating for seven at $5,400, and the seven-passenger landaulet at $5,500.

by Daniel Vaughan | Mar 2023