1913 American Underslung Traveler

The American Underslung was unique among all other automobiles of its era by employing a design where the front and rear axles were placed above the frame rails, resulting in a sleek, sporty, and aggressive profile. To compensate for the low-slung body resting close to the ground and to negotiate the primitive road conditions of the era, exceptionally large wheels were added. More than just unique aesthetics, the lowered body had a low center of gravity, resulting in superior handling. The company claimed the vehicles were safe from rollovers and could be tilted to 55 degrees. Many consider the American Underslung to be among the earliest sporting American cars, predating the Stutz Bearcat and the Mercer Raceabout.

Before Harry C. Stutz formed a company bearing his name, he designed the first car for the newly formed American Motor Car Company of Indianapolis, Indiana. The financial backers for the company were V.A. Longaker and D.S. Menasco, individuals who had found success in the timber industry. Formed in 1906, the company would operate until 1913, closing due to bankruptcy. Stutz remained with the company for only a few months before he left to join Marion Motor Car Company as chief engineer. His replacement was Fred L. Tone, who had just left Marion to join American. Tone re-designed the chassis, placing the suspension above the axles in an 'underslung' configuration.

Another contribution to the American company by Stutz was a conventional engine that would power both the American Tourist and the Underslung nearly to the end of the firm's days.

During its brief eight years of production, concluding in November 1913, the American Motor Company produced over 45,000 vehicles. Although a rather significant production figure for the era, the company was hindered by poor management practices and ineffective assembly processes. Its demise was quickened when the market moved away from expensive models to lower-priced utilitarian options.

Although its existence was brief, it was certainly memorable. More than just innovative, the automobiles produced by the American Motor Car Company were of high quality, employing exceptional engineering and construction techniques. They were expensive and priced at the upper range of the market, making them obtainable by only affluent individuals. Its unconventional design made it a 'niche' automobile and perhaps hindered sales, but what is often forgotten is Stutz's contribution to the company - a conventional chassis layout that would remain in production until 1913, a year before American ceased production. American hoped that their smaller introductory models would build their reputation and result in the development of larger and more powerful machines, generating larger revenues and higher profits. In the end, many well-heeled customers preferred more conventional and less expensive models for their basic transportation needs and, in 1914, the American Automobile Company filed for bankruptcy, seeing their assets sold off before the end of the year.

The Underslung

Among the first automobiles to be designed with consideration for performance and handling, combined with the most potent engine available and lightweight bodywork, the American automobile can justifiably be considered the United States' earliest sports car. Mr. Tone had essentially flipped the chassis upside down and placed the leaf springs above or beside the frame with the axle suspended from them. Stutz had worked on the design of the rear transaxle which added to the low silhouette of the car.

Straddling the chassis was a Teetor-Harley 391 cubic-inch (6.4 liter) straight-4 engine offering 40 horsepower. Beginning in 1908, power was sourced from a 476.5 cubic-inch L-head engine offering 50 horsepower and shifted through a four-speed manual gearbox. A 570 cubic-inch (9.34 liter) six-cylinder unit offered 60 horsepower.

For 1912, The American Automobile Company offered three basic lines including the large Traveler, mid-range Tourist and the modestly proportioned Scout. The Scout rested on a 102-inch wheelbase and was powered by a 20-horsepower engine. The 199 cubic-inch T-head engine had a Rayfield Updraft carburetor and was paired with a three-speed manual transmission. The suspension was via semi-elliptic springs and braking was by internal expanding mechanical rear drums. The Tourist had a 118-inch wheelbase and a 30-horsepower engine, and the Traveler used both a 124- and 140-inch wheelbase with a 50-horsepower engine. The Model 54 Traveler had the shorter 124-inch platform and was priced at $4250. The Model 56 Tourer had a larger 140-inch wheelbase and was priced at $4,500.

The 1913 model lineup remained similar with the Scout using a 105-inch wheelbase, the Tourist on a 118-inch platform, and the Traveler solely using a 140-inch wheelbase. The Scout had a 30 hp engine, the Tourist was rated at 50 hp, and the Traveler at 60 hp. The Scout Roadster listed at $1,475 and the Scout Colonial Coupe at $2,000. The Tourist, bridging the gap between the 'entry-level' Scout and the range-topping Traveler listed at $2,350 for the Tourer and Runabout, and $3,500 for the Coupe. Company advertising described its products as 'A Car for the Disciring Few,' a slogan personified by its Traveler which listed for $4,500 for its 6-passenger Model 56-A tourer, $5,250 for its 4-passenger Model 54-A tourer, and $6,000 for the Model 56-A limousine.

The 1913 American Underslung Traveler was powered by a 499 cubic-inch L-head inline four-cylinder engine with a single Rayfield carburetor and produced approximately 50 horsepower (rated) at 1,000 RPM. It had a four-speed manual gearbox, two-wheel mechanical drum brakes with a transmission brake, a live rear axle, and semi-elliptical leaf spring suspension.

The 1913 model was the first year that electric starters and lights were offered, and the inset cowl lights were redesigned to include ventilation inlets.

by Dan Vaughan

Tourer
Chassis number: 3817
Engine number: 3523

The American Motor Car Company of Indianapolis produced an unusual choice of a conventionally sprung chassis setup, beginning in 1907, that became known as the innovative 'underslung.' They placed the frame rails under the front and rear axles to move the mass of the engine and transmission closer to the ground and lower the center of gravity. Instead of mounting the body and engine on top of the frame rails, they were placed within the rails. Wheels measuring up to 40 inches provide exceptional ground clearance.

In 1912, the company changed its name to the American Underslung.

This vehicle is a seven-passenger Touring Model that was introduced with a six-cylinder engine. In period, the car was advertised as 'America's Most Luxurious Car,' and was priced at well over $4,000. The Type 56 Traveler was the largest of the Underslungs and featured a full rear door, jump seats, and the largest wheels ever fitted on an Underslung at 41 inches. Period literature described the Type 56 as 'a big car of huge power. This great, graceful machine stimulates your love of motoring. Imagine your thrill of mastery over this extraordinarily sensitive and powerful piece of mechanism. A touch of the throttle and the big motor responds. You fly sixty, seventy miles an hour with ease – carefree!'

Electric headlights were added to the Traveler in 1913, and its inset cowl lights were redesigned to include ventilation inlets.

This 1913 American Underslung is the only known Type 56-A Traveler known to exist. Its original owner was Courtney Willits of New Boston, Illinois, who used it regularly until 1925, when it was retired from everyday use and kept for special occasions. In 1934, it carried Will Rogers, a former Traveler owner, in an old-time celebration parade in Galesburg, Illinois. In August 1936, Mr. Willits drove his Underslung in the pioneer parade at the Mercer County centennial in Aledo, Illinois.

After Mr. Willits passed away in 1945, his wife offered the Underslung to two prominent classic car collectors of the day - James Melton and Mr. D. Cameron Peck. Mr. Peck outbid Mr. Melton and became its new owner. He paid $550 for the red Underslung Traveler, which greatly exceeded Mr. Melton's offer. Although he paid generously for the Traveler, Mr. Peck retained the vehicle for only a brief time, and it was soon sold to Frank H. Miller of Ohio. At the time, the vehicle had less than 7,000 miles on the speedometer and wore its original 1913 Illinois license plate, tan Burbank top, cast aluminum running and floorboards, and fabric tires. Shortly after the purchase, it was sent to Ralph Buckley for a repaint in Orelans Blue. It was then driven from Ohio to Philadelphia to participate in the 1948 Glidden Tour.

The American Underslung remained with Mr. Miller until 1974, when it was sold to Philip Peterson of Worcester, Massachusetts. Two years later, he entered the car in the Spirit of '76 Transcontinental Tour from Seattle to Philadelphia. Since 1979, the Underslung has been in the hands of the current owner. It was used in several Brass Era rallies during the early years of his ownership, including the Modoc Tour. An exacting restoration began in the late 1980s with the multi-year process initiated by Clyde Wade, the former director and general manager of Harrah's Automobile Collection, and completed by Scott Andrews.

This American Underslung Traveler wears its original color scheme of American Red with black accents. It was shown at the Ironstone Concours d'Elegance and awarded the Charles A. Chayne Trophy at the 2010 Pebble Beach Concours d'Elegance. It has also been loaned to the National Automobile Museum in Reno, Nevada, for continued display.

by Dan Vaughan

The American Motor Car Company was founded in 1906 and based in Indianapolis, Indiana. It produced its first car in 1906 and the first 'Underslung' in 1907. However, the name 'Underslung' was not derived until 1912.

The underslung design was an attempt to make the car as low as possible. Harry C. Stutz, an engineer who would later produce cars under his own name, is credited with creating the design. Although Stutz created the chassis design, it was American's chief engineer, Fred I. Tone, who turned the chassis upside down. Tone decided to place the frame below the axles, instead of the traditional design of placing them above. The semi-elliptic leaf springs were mounted above the frame. Due to achieving such a low ground clearance, 40-inch wheels were needed to give the vehicle ample space between the frame and the ground.

The Underslung models provided safety that many other early manufacturers could not guarantee. The Underslungs were virtually impervious to roll-overs. Sales documentation stated that the vehicles could be tilted up to 55 degrees without rolling over.

The Underslung featured a four-cylinder, 6.4-liter engine capable of producing 40 horsepower. In 1908, the engine was enlarged to 7.8 liters and now produced 50 horsepower.

Even with the ground clearance advantage, the Underslung was not as competitive as other vehicles that featured larger engines. This was proven in 1908 when American Motor Car entered an Underslung Roadster in the Savannah Challenge Cup Race. The four-cylinder engine was not enough to keep pace and as a result, it finished last. Also, due to large wheels, and high center of gravity created partly by the raised engine subframe, the car suffered from poor handling and frequent tire changes.

Around 1909, American introduced a four-passenger Underslung dubbed the Traveler.

In 1910, the horsepower rating for the engine was increased to 60 by enlarging the cylinder bore and adding pressurized lubrication.

In 1911, the company faced financial difficulties. It's named was changed to American Motors Co.

In 1912, the entire model line now used the underslung chassis. As a marketing ploy, the vehicles were named the American Underslungs. Due to the size of the Traveler, a larger engine was required to make it more competitive in the market place. A six-cylinder engine was used.

In 1913, electric starters and lights became available on the Underslungs. The company still was suffering from financial problems. The company was having trouble competing with other manufacturers that were more efficient and produced bigger, faster vehicles at lower prices. Fred Tone departed from the company for other automotive opportunities.

In November of 1913, the company went into receivership. Over an eight-year period, the American Motor Company had produced over 45,000 vehicles. They had introduced creative designs, effective marketing, and brilliant automobiles. Like many other manufacturers during this era, they were plagued by ineffective assembly processes, a tough economy, the onset of World War I, and an evolving market place.

by Dan Vaughan