Abresch-Cramer Auto Truck Company
| Abresch-Cramer Auto Truck Company
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|---|---|
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| legal form | Corporation |
| founding | 1910 |
| resolution | 1912 |
| Seat | Milwaukee , Wisconsin , USA |
| management | Robert Cramer, Charles Abresch , Louis Schneller |
| Branch | commercial vehicles |
The Abresch-Cramer Auto Truck Company was a short-lived, American commercial vehicle manufacturer . The brand name was Abresch-Cramer , a spelling Abresch-Kremers is also documented . The vehicles bore the Abresch logo and were sometimes called that in advertising. The parent company had specialized in brewery wagons for decades and many Abresch-Cramer trucks were also delivered to these customers.
Company history
The company was set up in Milwaukee ( Wisconsin ) as a subsidiary of the respected wagon and body construction company Charles Abresch Company, which has existed since 1871, to take over commercial vehicle production there since 1909.
The Abresch-Cramer Auto Truck Company was financed with US $ 20,000 and organized as a corporation in early 1910 . The board of directors included Charles Abresch , Robert Crawley and Louis Schneller . The managing director was the designer Robert Cramer , originally Kremers . He was also responsible for the vehicle technology, which was based on his designs.
The company was based in the Stehling building on Third and Poplar Street in Milwaukee, a five-story factory built in reinforced concrete with a floor area of around 38 × 46 meters. It was only a few blocks away from the motherhouse. Production was designed for 100 vehicles a year and should soon be doubled. The vehicles were assembled vehicles , i.e. composed of components available on the free market. This was a widespread method, especially in commercial vehicle construction, which also enabled regional manufacturers to offer good products at competitive prices. With the major reorganization of the market as a result of the First World War - there was a short-term oversupply of inexpensive trucks from army stocks and consequently a fall in prices - and the emergence of the US-wide distribution networks of the large manufacturers, such small competitors disappeared. The Abresch-Cramer did not last as long by far, although Cramer had the ambition to become one of the largest commercial vehicle manufacturers in the USA. These plans could not be realized. The company's founder Charles Abresch died on April 27, 1912, and his cousin and successor as President of the Charles Abresch Company , Louis Schneller , ceased commercial vehicle production shortly afterwards. The Abresch-Cramer Auto Truck Company was dissolved, while the Charles Abresch Company existed until 1965. After several reorganizations, it still exists today as a restoration and repair company and has been operating as Bennett Coachworks since 1980 .
Robert Cramer founded the Cramer Manufacturing Company in 1920 , which supplied the automotive industry with oil and water pumps .
Model history
These vehicles were conventional designs manufactured by the Charles Abresch Company from 1909 . As assembled vehicles , they were put together from parts and components available on the free market. This was a widespread method, especially in commercial vehicle construction, which also enabled regional manufacturers to offer good products at competitive prices. At least Model C was also available as a front handlebar.
technology
The three Abresch-Cramer models A , B and C were technically very similar. The differences lay in the wheelbase (and thus the length), the displacement and the payload . Model B was also available with twin wheels on the rear axle, as was Model C , which was also available with a short or long wheelbase. This is the only known front-wheel drive version in which the driver's cab was mounted above the engine. There is no evidence of technical changes in the short production time. The following data are based on factory information and on the description of a 4 sh. tn. -Beer wagon (approx. 3600 kg), which Abresch delivered to a brewery in 1910.
engine
All Abresch-Cramer truck had large-volume, water-cooled four-cylinder - four-stroke engines , with T-head - valve control worked and from 3.6 to 7.7 liters engine capacity 23 till 40 hp SAE contributed . Abresch-Cramer sat rev with centrifugal switch one. The crankshaft was forged and heat treated, the valves of stainless steel were interchangeable and Parson -Lagern with bronze bushings aufgebaut.Pro piston , four piston rings used. The lubrication was carried out in a pressure circulation process with an oil pump . The water cooling was promoted by a water pump driven by a camshaft ; Due to their design, T-head engines have one camshaft each for the intake and exhaust valves .
The engine supplier cannot be found in the available sources; The market leaders Continental and Buda , both of which did not produce T-head engines , are excluded . Abresch-Cramer used ignition systems from American Bosch and carburetors from Rayfield or Stromberg .
drive
The power was transmitted by a multi-disc clutch in an oil bath, a drive shaft and a three-speed gearbox with dog clutch and reverse gear. The gearbox and differential were located in a common housing in front of the rear axle. by means of and an intermediate gear . From there, drive shafts and chains led to the rear wheels on both sides .
chassis
A lead frame is not mentioned, but can be assumed. The wheelbase is only for Model C known. It was either 145 inches (3683 mm) or 175 inches (4445 mm). It can be assumed that Model A had a shorter and Model B had a wheelbase of no more than the same length.
The vehicle had rigid axles ; the manufacturer noted semi-elliptical leaf springs at the front and rear. In a description of the company and its products in August 1910, the trade magazine Commercial Vehicle names full elliptic springs at the front, which is confirmed by illustrations.
Images actually show pairs of full elliptic springs at the front and a particularly massive semi-elliptic spring on the rear axle, which is attached transversely to the direction of travel. Commercial Vehicle mentions a "platform" at the back, which apparently means this transverse leaf spring. A combination of two longitudinally arranged springs is also conceivable, which are suspended at the front on the chassis and at the rear at the ends of the stronger transverse leaf spring.
The Abresch-Cramer Model B had two independent braking systems. The first consisted of a brake drum on the countershaft operated by the driver using a pedal . An increased delay was achieved through the second system. The driver applied the drum brakes on the rear wheels by means of a handbrake attached to the side . This was an arrangement widely used at the time, and it stands to reason that the other Abresch-Cramers had the same arrangement.
The artillery wheels , which were still wooden , were also given solid rubber tires, which were typical of the period. The dimensions varied at the front and rear. Model B and C were also available with twin wheels on the rear axle.
Superstructures
Most of the superstructures of the Abresh-Cramer trucks were built in the nearby parent company, which had been set up for this purpose since the turn of the century and, in addition to its wagons - preferably for breweries - mainly clad trucks. The Charles Abresch Company also operated a brand representative for the prestigious since 1908 Kissel Motor Car Company , a manufacturer of medium and luxury class cars and commercial vehicles. In addition to Kissel chassis, chassis from Atterbury , Diamond T , FWD , Sterling and White are also used . It was also a concessionaire for Hercules bodies.
Model overview Abresch and Abresch-Cramer
So far, three series with payloads from 1 to 4 sh. tn. (900 to 3600 kg) can be identified: Model A with 1 to 1.5 sh. tn. (905–1815 kg) payload , Model B with 2 to 3 tn (1815–2720 kg) payload and Model C with 3 to 4 tn (2720–3630 kg) payload; at least this model was also available as a forward control . A five-tonne truck is mentioned, but does not seem to have been built. The deviations in the payload are due to the manufacturer himself, who gave inconsistent information.
The technical data correspond to those of the Abresch trucks manufactured by the Charles Abresch Company from 1909 to 1910 .
A.LAM rating model |
Payload sh. tn. / kg |
engine | Cubic capacity c.i. / cm³ (calculated) |
Power SAE-PS |
Wheelbase in / mm |
Chassis price US $ |
Illustration |
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Model A 22.5 HP |
1.0 / 905 1.5 / 1360 2.0 / 1815 |
4 cyl. T-head engine |
220.9 / 3620 | 23 | 2250.– |
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Model B 36.1 HP |
2.0 / 1815 3.0 / 2720 |
4 cyl. T-head engine |
389.9 / 6388 | 36 | 3000.– |
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Model C swb 40 HP |
3.0 / 2720 4.0 / 3630 |
4 cyl. T-head engine |
471.2 / 7720 | 40 | 145/3683 | 3600.– |
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Model C lwb 40 HP |
3.0 / 2720 4.0 / 3630 |
4 cyl. T-head engine |
471.2 / 7720 | 40 | 175/4445 |
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Model C swb COE , 40 HP |
3.0 / 2720 4.0 / 3630 |
4 cyl. T-head engine |
471.2 / 7720 | 40 | 145/3683 |
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Model C lwb COE, 40 HP |
3.0 / 2720 4.0 / 3630 |
4 cyl. T-head engine |
471.2 / 7720 | 40 | 175/4445 |
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Performance data
Regarding the above performance data according to ALAM ( Association of Licensed Automobile Manufacturers ) resp. SAE (then: Society of Automobile Engineers ) it should be noted that the ALAM rating initially provided sufficiently exact values. It became the first US standard for engine performance and made it comparable across brands for the first time. The benefit is calculated; Cylinder bore ² × number of cylinders; the result is divided by 2.5. So it was a calculated , not measured value.
Abresch noted that he used the "SAE formula" for performance data. Obviously, this provided very similar data to the commonly used ALAM rating. The ALAM had already specified its information around 1903 and committed its members to it; the successor organization NACC ( National Automobile Chamber of Commerce ) confirmed it and expanded it around 1912. This method remained in use until the early 1920s.
Abresch-Cramer Auto Truck Company (1910–1912)
literature
- GN Georgano (Ed.), G. Marshall Naul: Complete Encyclopedia of Commercial Vehicles. MBI Motor Books International, Osceola WI 1979, ISBN 0-87341-024-6 .
- Albert Mroz: Illustrated Encyclopedia of American Trucks and Commercial Vehicles. Krause Publications, Iola WI 1996, ISBN 0-87341-368-7 .
- Beverly Rae Kimes (ed.), Henry Austin Clark Jr.: Standard Catalog of American Cars 1805-1942. 3. Edition. Krause Publications, Iola WI 1996, ISBN 978-0-87341-428-9 .
- Association of Licensed Automobile Manufacturers (Ed.): Handbook of Gasoline Automobiles / 1904–1905–1906. Introduced by Clarence P. Hornung, Dover Publications, New York 1969.
- National Automobile Chamber of Commerce : Handbook of Automobiles 1915–1916. Dover Publications, 1970.
- Consolidated Illustrating Company (1896): Milwaukee: A Half Century's Progress, 1846–1896: A Review Of The Cream City's Wonderful Growth And Development From Incorporation Until The Present Time. Nabu Press, reprinted 2011, ISBN 1-178-49035-1 .
Web links
- Mark Theobald in Coachbuilt.com: Charles Abresch Co. (accessed August 16, 2017)
- Bennett Coachworks, website. (accessed August 16, 2017)
- Wisconsin State Fair Park: History Of the Wisconsin State Fair ; Memento. (English) (accessed August 9, 2017)
- csgnetwork.com: cubic inch calculator (accessed August 16, 2017)
Individual evidence
- ↑ Georgano, Naul: Complete Encyclopedia of Commercial Vehicles. 1979, p. 22 (Abresch-Kremers)
- ↑ Milwaukee Journal, April 28, 1912; quoted in: Coachbuilt: Charles Abresch Co.
- ^ Bennett Coachworks, website.
- ↑ a b c d Coachbuilt: Charles Abresch Co.
- ↑ a b c d e f g h i j Commercial Vehicle, August 1910; quoted in: Coachbuilt: Charles Abresch Co.
- ↑ a b c d e f g h i j k Charles Abresch Co: Abresch Gasoline Commercial Cars. , Advert, circa 1909
- ^ A b c d Charles Abresch Co: Abresch Model "C" 3-ton truck in use at Jung Brewery, Milwaukee. , Advert, 1911.
- ↑ NACC: Handbook of Automobiles 1915 , p. 212, NACC Rating (table).