1931 Ruxton Model C

Roadster
Chassis number: 11007
Engine number: 18S-131

This 1931 Ruxton Model C Roadster is chassis number 11007 and is powered by an eight-cylinder engine that displaces 269 cubic inches and produces 100 horsepower. There is a three-speed manual gearbox, four-wheel hydraulic drum brakes, and a wheelbase that measures 130 inches.

This car is the second of two Kissel-built roadsters and the last of twelve Ruxton Roadsters built.

It was in the same single-family ownership since 1953 before being brought to auction in August of 2008. The original owner was Mr. Fredrick W. Spiegel of the successful Chicago mail-order catalog house. While in his care the car was altered slightly with green and black paint. The original color was gray with black fenders. Also during this time, the top was replaced with a top that had slightly different proportions.

The second owner was D. Cameron Peck who kept it for around seven years and used it sparingly. The third owner was Arthur Sparks of Wichita, Kansas. He placed it in storage and kept it for only a couple of years. The next owner was Thoburn who purchased the car in September 1951. At the time, the car had been driven 14,000 miles. It was now painted in 1950 Mercury canary yellow with black pinstripes.

After putting 3,700 miles on the car, all done in fair weather, the car was sold in 1953. In 1990 it was stripped down to bare metal and given a complete restoration. It was finished in two-tone blue with a silver pinstripe. It was then shown at Silverado in Napa Valley where it received First Place honors. It was later shown at Pebble Beach.

The car has been driven only 75 miles since its restoration and has remained in a climate-controlled storage area since.

In 2008 the car was brought to the Vintage Motor Cars of Meadow Brook Auction run by RM Auctions. It was estimated to sell for $400,000 - $500,000. At the conclusion of the auction, the lot had been sold for $363,000 including buyer's premium.

by Dan Vaughan

Sedan by Edward G. Budd Mfg. Co
Chassis number: 10C104

This 1931 Ruxton wears a Concours quality restoration and is finished in three color paint scheme that was thoroughly researched to be correct for the car. It has the correct Schumacher upholstery originally used by Ruxton.

Since the restoration was completed, it has traveled just 70 miles. Power is from a Continental 18S-1102, straight 8, 100 horsepower engine with a three-speed manual transmission and the original front-wheel drive assembly. It features Woodlight headlights and fender lights, the correct dash with restored gauges, a luggage rack, original wheels, and wheel covers.

In 2009, the car was shown at the Pebble Beach Concours d'Elegance and won Best in Class at the 2010 Louisville Concours.

by Dan Vaughan

Sedan by Edward G. Budd Mfg. Co
Chassis number: 10C104

Although the cars assembled at the Moon plant represent the majority of all Ruxtons built, only 55 cars were completed before the company filed for bankruptcy. Ten more cars were assembled after bankruptcy.

This car (chassis number 10C104) is the last car built at Moon while the company was still viable (the bankruptcy-assembled cars are likely units 10C105 through 10C114). This car was purchased new by a real estate agent from Pittsburgh who was so smitten that he purchased two new Ruxtons on the same day (10C90 is the second) and retained both for 20 years. Upon selling the pair to separate owners in 1952, this car found its way into the long-term care of Ruxton enthusiast Henry Martin from Louisiana. Thereafter, it found new ownership in Chicago, and then joint ownership under Tim Whited and restorer Gil Cole, both from Colorado, who treated the car to a full frame-off restoration, completing it with the more sedate version of the two paint schemes commissioned from Joseph Urban for use on Ruxton sedans. It is the sole surviving car displaying this Urban paint scheme.

Phaeton by Baker-Raulang
Chassis number: 11006

The Kissel Company built about 20 Ruxtons, but just four were open-bodied (two roadsters and two phaetons). Although the phaeton bodies were ready for chassis assembly, none were attempted at Moon because the process of mounting the body to enable proper door alignment was difficult.

One of two phaetons built at Kissel (this is chassis 11006, the other phaeton was destroyed in a fire), this became Wil Kissel's personal car for 12 years. Cameron Peck owned the car within a year after Kissel sold it, calling it his 'pick of all Ruxtons' he owned. The car then went through a series of high-visibility collectors and by the late 1960s was owned by collector Russell Strauch. After its restoration, it appeared in a series of well-publicized Walker's Bourbon ads. The current owners undertook a lengthy quest to purchase the car from the Slobodien family in New York, a process finally completed in 2006. Still wearing its 1969 lacquer paint, the car has remained in impeccable condition for the last 45 years.

Sedan by Edward G. Budd Mfg. Co
Chassis number: 10C112

The Ruxton Company had a very short lifespan, lasting less than a year, but during that time it produced one of the most groundbreaking automobiles of its era, as the very first American car to be designed with front-wheel drive. The roots of the company trace back to the Budd coachbuilding company of Philadelphia, as the Ruxton marque was conceived by engineer William Muller, who thought it was the right time for a frontally driven car. After receiving approval in 1926 to develop a prototype, he used three-speed transmission and placed some of the gearings behind the differential, and mounted the motor 180 degrees from a standard layout. The car rested about 10 inches lower than similar vehicles and was outfitted with stylish components such as cat-eyed Woodlite headlamps. The prototype appealed to Budd board member Archie Andrews, who pitched the new design for production to several automakers, but was unable to find interest. Instead, he founded his own company, New Era Motors of New York City, and appointed Mulelr as his vice president. Stockbroker William V.C. Ruxton was courted as an investor, and the model was eventually named after him despite his actual non-involvement in the project.

Shortly after the stock market crash, production of the new model began, with the Moon Motor Car Company of St. Louis manufacturing the running gear and mounting sedan bodies produced by Budd to a design by Joseph Ledwinka (cousin of Tatra designer Hans Ledwinka). The Roadster and Phaeton coachwork were built by Baker-Raulang.

Sadly, since the new innovative vehicle was introduced during the Great Depression, it was not long before it was out-of-business. Moon, Kissel, and other manufacturers involved in the model's production soon faced bankruptcy as well. By 1931, Moon had entered into receivership, with just a few cars remaining on the production lines.

After production at both the Moon and Kissel factories came to a halt, the bankruptcy agent decided that parts assembled into complete cars (or at least into complete chassis) would bring creditors significantly more money than selling loose parts; therefore very limited production was resumed. Of the 96 total Ruxtons built (most were sedans), experts estimate that only about 14 cars made it into private hands before the bankruptcy. It is believed that 81 sedans were originally built and just 19 examples remain in existence. Thus it is not uncommon to have cars titled long after the model year, as is the case with this 1932 Ruxton Sedan (chassis number 10C112).

It is believed that this was the last Ruxton sold and the only one retained in 1932. It is believed that the original owner retained the car until 1952, when it was sold to the Donlan family of Flint, Michigan. The Donlans would retain the car for six decades. Mr. Jack Donlan drove and displayed the car frequently, including at the Meadow Brook Concours d'Elegance during the late 1990s.

This car was purchased by its current owners in the original and complete condition in 2013 from Ruxton authority John M. 'Jack' Donlan of Flint, Michigan, whose family owned the vehicle for 60 years. The car's new owners undertook a full restoration, using the Joseph Urban paint scheme, with original silk interior fabric materials located through Schumacher in New York. Schumacher was the fabric house that supplied the original materials to New Era Motors. It was also decided to give the car a Joseph Urban striped paint scheme and this Ruxton is one of five surviving sedans painted in this style. A ten-month restoration was completed in 2014. After New Era Motors went into bankruptcy in 1930, 10 cars were assembled by the receivers. This is believed to be the second to the last car built and the last one sold, hence its 1932 registration.

The Ruxton is a forgotten manufacturer, often overlooked when considering early pioneers in automotive design and mechanics. One of their biggest automotive achievements was the use of front-drive automobiles. In 1966, Oldsmobile introduced the Toronado, a front-wheel-drive vehicle and the only American-built front-drive vehicle since the Cord. When Ruxton introduced their version, it was roughly the same time that Cord introduced theirs however it was Cord that survived longer.

William Muller, an employee of Edward G. Budd Manufacturing Co. of Philadelphia and a racing engineer, was instrumental in the design and development of many of the components on the Ruxton. The body was styled by Budd Manufacturing Co's chief engineer Joseph Ledwinka. The resulting automobile was a large and luxurious automobile with the engine in the front and unconventionally powering the front wheels. Because it was front-drive, the vehicle was able to sit lower than most cars and lowering its center of gravity making it stable at speed.

Archie Andrews, a member of Budd's board of directors and a Wall Street financier was fascinated by the vehicle and immediately acquired the prototype. He approached Hupmobiles with hopes of having them produce it. When negotiations fell through, Andrews decided to produce the vehicle himself. In 1929, he formed the New Era Motors Inc. He hired Muller as vice-president. Muller handled the engineering aspects while Andrews sought financial backing which he found in a New York stockbroker named William Ruxton. Andrews decided to name the automobile after his new found friend, unfortunately, Andrews never received any money from Ruxton.

Andrews approached Gardner Motor Co, located in St. Louis. Just like the incident with Hupmobiles, Gardner Motor Company showed desire but eventually pulled out of the deal. Disappointed, Andrews approached Marmon Motor Car Company located in Indianapolis. One the day the agreement was signed, the stock market crashed and Marmon Motor Car Company declined the agreement. Jordan, Stutz, and Pierce were approached by Andrews but none wanted to build the Ruxton. Finally, a deal was struck with the Moon Motor Car Company and by the middle of 1930, the Ruxton had begun producing.

The facilities, according to Muller, were unsuitable so Andrews approached the Kisser Motor Company concerning the use of their facilities. They agreed and soon the Ruxton was being produced in St. Louis at the Moon facility and in Hartford, Wisconsin at the Kisser Motor Company.

The engine that powered the Ruxton was a Continental 4.4 liter side-valve, straight-eight cylinder engine capable of producing 100 horsepower. The three-speed manual gearbox was of Muller-design and was rather unique. It was split with the second and third gears behind the worm-drive differential and the first and reverse gears in front of it.

A spare tire was mounted on the outside in front of the driver's door. There were no running boards and the fenders were long and slightly sloped. An optional 'Woodlite' headlamp was available.

The Great Depression was a difficult time for many. The ones that were hurt the most were the manufacturers that offered mostly high-priced, luxury automobiles. Since the Depression greatly reduced the amount of spending power of many individuals, they were often the first to go out of business. The Ruxton cost roughly $3,000, a price tag that was out of the reach for most buyers. After about 500 examples were produced, Ruxton closed its doors and ceased production.

by Dan Vaughan

William J. Muller was a development engineer at Budd and Briggs, an automotive body building contractor, and a proponent of the front wheel drive system. It was common practice for coachbuilding companies such as Budd and Briggs to demonstrate new ideas and capabilities to major manufacturers to stimulate business.

The Ruxton was conceived by Muller with designs created in 1926 and a prototype version completed two years later. It had a proprietary chassis with a Studebaker six-cylinder engine and Warner gearbox. The prototype was brought to New York in 1929 where it generated much interest and curiosity. The front-drive system allowed the car to sit very low, around 10-inches lower than most of its competitors. In the front center of the vehicle was the emblem created by Budd. It was an oval with a '?' in its center.

The front-drive prototype interested Archie M. Andrews who quickly formed New Era Motors, Inc., with the intent to build it with assistance from Muller. The car was named the Ruxton, in hopes of landing financial backing from William V.C. Ruxton, an influential businessman living in New York. Unfortunately, the businessman was not interested.

A few short months after the formation of the New Era Motors, the production version was complete. The drive-train was completely different, now being powered by a Continental 18S eight-cylinder unit. The engine was mounted further forward in the engine bay which aided in weight distribution. The move forward was made possible by splitting the transmission with the low and reverse in front of the differential. Second and third was placed behind it. Also, the crown and pinion gearing was replaced by worm drive.

The Ruxton had only one other front-wheel drive competitor at the time: the Cord L-29 which had been introduced in late 1929. In comparison, the Ruxton was lower, had better balance, lighter, had better unsprung weight, and had better ride and handling. Cord, on the other hand, had its own manufacturing plant and an established dealer network. Muller and Andrews were still searching for interested personnel to produce their vehicle. Many established manufacturers were approached but most declined. The list included Gardner in St. Lous, Hupp Manufacturing, and Indianapolis-based Marmon.

The car was eventually produced by Moon while manufacture of the transaxles and several complete cars were subcontracted to Wisconsin-based Kissel Company.

The Ruxton's were doomed from the start; the demise of the economy due to the Great Depression plus the lack of an established dealer-network meant only a handful would ever be created. It is unknown exactly how many examples were created, though it is believed that around 500 were created. Other estimates put that number much lower, at around 100. In modern times, fewer than ten are known to exist.

by Dan Vaughan