Continental Engineering Company

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The Continental Engineering Company was an American company that developed engines and automobiles before the First World War .

Model history

The entrepreneur emerged from the Continental Engine Manufacturing Company , based in Chicago ( Illinois ) and a production facility in Minneapolis ( Minnesota ). In 1914 it brought a cycle car onto the market under the brand name Continental , which John E. Pfeffer had designed. Just months later, the company was reorganized, renamed the Continental Engineering Company , and received a sizeable $ 1 million injection of capital from WC Shrobisher of Sturgis, Michigan and Emory Nonnast of Chicago, Illinois. John E. Pfeffer was appointed to the board. The Continental has been revised and reissued as Ceco . The previously used, in-house T-head motor was replaced by another design of unknown origin.

After a short production time, the company domicile was moved to 1305 South Michigan Ave. moved to Chicago. Thomas H. Mars became the production manager . Pfeffer stayed on the board but did not move to Chicago. The Ceco appeared on the market at the end of 1914; a relatively late point in time because a number of manufacturers were already fighting for this niche. Some of these small companies also didn't have the best reputation for the quality of their vehicles. This explains the brand's slogan: Latest Announced - First Perfected . While the previous model was still available in a single body variant (at US $ 360.00), a total of four variants were now offered, two for transporting people and two for transporting goods. The prices were between US $ 350 and 395.

Independently of Continental Engineering , Pfeffer looked for other uses for his vehicle. He succeeded in attracting the Bull Moose-Cutting Automobile Company in Minneapolis , which launched a version as Baby Moose 12 HP ("Little Elk"). It was also discontinued after a few months.

technology

The Ceco received a front mounted , air-cooled four-cylinder engine . In contrast to the previous model, the engine had a displacement of 71.3 ci (1168 cm³) and was thus just above the limit for cycle cars that is usual in Europe. The cylinder bore was 2.75 inches (69.85 mm) and the stroke was 3 inches (76.2 mm). A power of 12 HP with power according to the calculation method of the time is given for the motor. This value is calculated, not measured, and is based on the NACC formula , which defines 12.1 HP for four-cylinder engines with this bore.

With a 2616 mm (103 inch) wheelbase , the Ceco was significantly longer than its predecessor with a wheelbase of 2337 mm (92 inch) and now almost reached the dimensions of a "real" small car. It is unclear whether the unusually narrow track of 813 mm (32 inches) has also been corrected.

One relied entirely on power transmission by means of belt drives to the rear wheels; The chain drive , which is still optionally available on the Continental, has been deleted

Model overview

construction time Model
rating		 engine Displacement drive wheelbase body List price
1914-1915 12 HP 4 cyl. 1168 cc Chain 2616 mm Tandem - Roadster , 2 pl. US $ 375.00
1914-1915 12 HP 4 cyl. 1168 cc Chain 2616 mm Roadster, 2 pl. US $ 350.00
1914-1915 12 HP 4 cyl. 1168 cc Chain 2616 mm Parcel Post Delivery US $ 395.00
1914-1915 12 HP 4 cyl. 1168 cc Chain 2616 mm Light delivery US $ 350.00

Like numerous other cyclecars , the Ceco also disappeared very quickly from the market because "real" cars like the Ford Model T were becoming cheaper and cheaper; a two-seat runabout was available from US $ 500 in 1914. The five-seater Touring only cost US $ 50 more and prices dropped to US $ 345 for the Runabout and US $ 360 for the Touring by the end of 1916.

Remarks

NACC rating 1916–1917.
  1. ↑ The initial dimensions may have been rounded, so the conversion may result in a sham accuracy.
  2. ↑ The NACC ( National Automobile Chamber of Commerce ) was an association of automobile manufacturers that implemented standards for the US auto industry. The formula is "( cylinder bore ² × number of cylinders) ÷ 2.5". For this purpose, tables were published that provided a quick overview (see figure below). A conversion to kilowatts (kW) is not possible.

literature

  • Beverly Rae Kimes (ed.), Henry Austin Clark Jr.: Standard Catalog of American Cars 1805-1942. 3. Edition. Krause Publications, Iola WI 1996, ISBN 0-87341-428-4 .
  • Robert D. Dluhy: American Automobiles of the Brass Era: Essential Specifications of 4,000+ Gasoline Powered Passenger Cars, 1906-1915, with a Statistical and Historical Overview. Mcfarland & Co Inc. publishers, Jefferson NC, 2013; ISBN 0-78647-136-0 .
  • George Nicholas Georgano (Ed.): Complete Encyclopedia of Motorcars, 1885 to the Present. Dutton Press, New York, 2nd Edition, 1973; ISBN 0-525-08351-0 .

Web links

Individual evidence

  1. ^ A b c Kimes, Clark: Standard Catalog of American Cars, 1805-1942. 1996; P. 265 (Ceco).
  2. ^ A b c d Kimes, Clark: Standard Catalog of American Cars, 1805-1942. 1996; P. 372 (Continental).
  3. ↑ a b c d e Dluhy: American Automobiles of the Brass Era. 2013, p. 65 (Ceco / Continental).
  4. ^ Kimes, Clark: Standard Catalog of American Cars, 1805-1942. 1996; P. 193 (Bull Moose).
  5. ^ Kimes, Clark: Standard Catalog of American Cars, 1805-1942. 1996; Pp. 93-94 (Baby Moose).
  6. ^ Georgano: Complete Encyclopedia of Motorcars, 1885 to the Present. 1973, p. 204 (Continental).
  7. ^ Kimes, Clark: Standard Catalog of American Cars, 1805-1942. 1996; P. 579 (Ford T, 1914).
  8. ^ Kimes, Clark: Standard Catalog of American Cars, 1805-1942. 1996; P. 580 (Ford T, late 1916).