Mason Motor Company

Mason Motor Car Co. (1906–1908) Mason Automobile Co. (1908–1909) Maytag-Mason Motor Car Co. (1910–1911) Mason Motor Co. (1912–1914)
legal form	1) Corporation 2) Corporation
founding	1906
resolution	1914
Reason for dissolution	insolvency
Seat	Waterloo , Black Hawk County , Iowa , USA
management	Edward R. Mason Frederick L. Maytag William Galloway
Number of employees	95 (1909)
Branch	Automobiles , commercial vehicles

The Mason Motor Company and its predecessors Mason Motor Car Company , Mason Automobile Company, and Maytag-Mason Motor Car Company were American automobile and commercial vehicle manufacturers . The company is of historical importance because it was the first time that engines developed by the brothers Fred S. Duesenberg and August S. Duesenberg were used. These were also successful in racing and are forerunners of the Duesenberg engines that dominated US racing in the 1910s. Brand names were Mason , Maytag and Mason-Mohler . As Galloway one was for a short time rebadging version for William Galloway Company produces. Fred Duesenberg was temporarily works manager, designer, partner and board member in the company.

Fred and August Duesenberg

August and Fred Duesenberg in 1925.

The German-born brothers Fred S. (1876-1932) and August S. Duesenberg (1879-1955) were the youngest of seven children of Conrad and Louise Düsenberg from Matorf-Kirchheide ( Lemgo , Lippe ). After the early death of their father, the family emigrated and ran a farm in Rockford, Iowa . As early as 1902, the brothers were experimenting with an internal combustion engine. Fred was a bicycle mechanic, traders and a successful cyclist in Des Moines ( Iowa ) and a self-taught . He had co-founded the Iowa Automobile & Supply Co. in February 1905 . The company was an auto repair shop - the second in town - and an automobile dealership for various brands including Ford , Rambler , Acme, and Marion . He worked with his youngest brother all his life. Rather incidentally, they worked on their own engine that they wanted to use for a planned automobile. But there seems to have been little illusion that they could organize automobile production on their own; but Fred's small workshop with car dealerships and the bicycle repair shop with a small engine production from August in Garner (Iowa) did not generate enough profit. Critical patents were filed jointly; a later one is signed by Fred alone. The inseparable with their name Walking Beam - valve control with overlong valve lifters did not invent the brothers, but their construction has original solutions. Together they designed the Duesenberg Model A, one of the first series-production cars with an eight-cylinder in - line engine - the first in the United States and the first with four-wheel brakes; the latter together with the small manufacturer Kenworthy Motors in Mishawaka ( Indiana ). Fred Duesenberg was solely responsible for the successor Duesenberg Model J.

The Marvel

In 1906, Fred Duesenberg climbed the steps of the Iowa State Capitol with the prototype Marvel .

→ Main article : Marvel (automobile prototype)

The Duesenbergs' first automobile project also had a name: It was to come onto the market as Marvel . A coincidence came to the rescue of the Duesenbergs. The sons of attorney Edward R. Mason had an engine repaired by the Iowa Automobile & Supply Company in the summer of 1905 . So Fred Duesenberg made the acquaintance of his father, with whom a friendly relationship developed. During a conversation about modern automobiles, Fred was able to explain his ideas to him conclusively, whereupon Mason was willing to finance the prototype .

At the same time, Fred acquired basic knowledge in technical drawing with a correspondence course . Its construction, which was rather conventional apart from the engine, followed principles typical of the time with its arrangement under the driver's seat and a drive chain for each rear wheel. The water cooler was installed in front of the storage space in the bow.

The core of the vehicle was the innovative two-cylinder engine with OHV valve control and water cooling with a pump . With a displacement of 3277 cm³ (200 in³), the engine immediately delivered 24 to 28 hp according to the calculation method used at the time. The car took its first test drive on the afternoon of February 19, 1906, just five months after the decision to build the prototype was made. At that point his name was no longer Marvel , but Mason , after the investor. However, this brand name also leads to confusion now and then because it was used or at least announced by several US manufacturers. The short development time suggests that parts of the vehicle had already been designed beforehand. The Marvel was also used to acquire potential investors.

Company history

Mason Motor Car Company

Edward Mason organized the founding capital of US $ 25,000 - most of which he contributed himself. The partner was DJ Pattee from Perry, Iowa . In April 1906, the Mason Motor Car Company was formally established in Des Moines with Mason as President and Fred Duesenberg as Chief Engineer and a member of the management team. He gave the company a license to his engine patent, but kept the patent. According to a source, August Duesenberg was employed as a mold maker from the beginning , but this does not fit with his own company in Garner (Iowa) , which was occupied until 1908 . There he ran a bicycle shop and a small engine shop; the latter was connected to a motorcycle production facility.

In mid-May, the new facilities on East Fifth and Vine streets were completed. The start of production scheduled for June 15th was delayed until August 16th. Initially the only model on offer was the Mason 24 HP . It was the brilliant design by Fred Duesenberg and the production version of the vehicle that had started as Marvel . The wheelbase of the Mason was 90 inches (2286 mm) until 1908. From the beginning the car was available all over the USA, but the national demand for automobiles from small manufacturers was typically rather low.

Thanks to the Duesenberg engine, Mason was able to advertise the " Fastest and Strongest Two Cylinder Car in America " with some justification , although circuit races were not contested until 1907. On the other hand, the Mason showed remarkable qualities on hill climbs this year . Even before the start of series production, Fred Duesenberg demonstrated the good driving characteristics of the vehicle with publicity campaigns. So he climbed the stairs of the State Capitol in Des Moines with a four-person 24 HP in both forward and reverse gear. In August 1907 a Mason covered the route from Kansas City, Missouri to Denver, Colorado in a record time of 28 hours and 10 minutes. None of this was of much help, business was not doing well, and only 25 vehicles were sold in 1906.

Advertisement of the new branch for the Mason 24 HP Touring (1907).

In 1907 the share capital was increased to US $ 50,000. Investments were made in expanding the dealer network and opening a branch in Kansas . The Mason did not sell despite these efforts continue to be sufficient. Instead of the - optimistically planned - 40 vehicles per month, only 50 were sold in the entire 1907 financial year.

The 1908 model year began in September 1907. A new two-cylinder model was announced in mid-1907, but did not appear until August 1908. In 1908, the share capital was increased again. It was now US $ 100,000. The successor, improved in many ways, was well received. At that time the company had 95 employees. Practically all components of the vehicle and the engine were manufactured in-house. The bodies were made by a local furniture factory, the Des Moines Cabinet Company , according to Mason plans. Sales figures improved only slowly. Another factual doubling of annual production to 100 vehicles was not enough to help Mason out of financial difficulties. The plan was to produce between 300 and 1,000 vehicles.

It is rather unlikely that under these circumstances a factory extension announced in 1907 was actually carried out. In contrast, the company announced a four-cylinder model, which Fred Duesenberg was already working on. This larger model was to have a front engine with an overhead camshaft and easy-to-replace pistons. An innovative solution were the brackets cast into the aluminum crankshaft housing for fastening the engine to the chassis. However, the introduction was delayed due to difficult circumstances.

Mason Automobile Company

Attraction at the Iowa State Fair: Take a 50% incline in a Mason Automobile. Postcard, 1910.

In December 1908 there was a far-reaching reorganization of the company, which was made visible to the outside world by changing the name to Mason Automobile Company . It was now registered as a corporation , without this resulting from the company name. The capitalization should be increased tenfold to US $ 250,000. In fact, only US $ 150,000 had flowed through November 1909. Because the banks had set their credit line at two thirds of the paid-in capital, this led to a financial bottleneck that hampered the expansion of the company. The board of directors has also been partially renewed. The new principal investor, a banker named AB Shriver , became president, chief executive officer and chief financial officer . The former main shareholder, HM Pattee, was Vice President; The sources do not indicate whether he had previously held this position. Edward Mason kept his seat on the board as a minority owner, but was only involved in active business as sales manager. Fred Duesenberg initially remained on the board as plant manager.

The aforementioned, technically improved Mason kept its basic concept with the engine under the seat. The innovations now included drum brakes on the rear axle; previously these had been attached to the gearbox and differential. The vehicles received wheels measuring 32 × 3½ inches. In the spring of 1908 a two-seat runabout appeared . The bodies were also modernized and the vehicles were given a new, angular brass radiator in the upper area.

The 24 HP from 1909 was available as a tourabout (runabout) for 4 people and as a 5-seater touring. The prices were US $ 1250, - and 1350, - respectively. The company continued to try to make its product better known through motorsport. Although the Mason was quite successful, there was no breakthrough in sales. These doubled in turn to 200 vehicles in 1909, but the problems seem to have been so great that the industrialist and mail order company William Galloway (1877–1952) from Waterloo (Iowa) became an outsider's attention.

On the Glidden Tour in 1909, a Mason driven by R. Snyder was the only two-cylinder car that survived this ordeal to the finish. The Glidden Tour was a reliability test carried out every year on a new route over long distances. That year it led from Detroit via Chicago , Minneapolis and Denver to Kansas City (Kansas) . The Glidden Tour was already notorious for its demanding route over bad roads; the implementation of 1909 was made more difficult by an even stricter regulation

William Galloway

William Galloway Company mail order catalog cover (1917).

→ Main article : William Galloway Company

In the following months, entrepreneur William O. Galloway (1877–1952) from Waterloo, Iowa, played a key role in the company with which he apparently had no previous connection. His William Galloway Company was founded in Waterloo in 1905 or 1906 and initially manufactured agricultural implements that were sold by mail order based on a concept he had developed . Stationary engines were added from 1907 and complete motor vehicles from 1908. In doing so, the company, which is active throughout the United States, was a pioneer. In addition, suppliers were bought up and moved to Waterloo, where they were controlled by the William Galloway Company and supplied more or less exclusively. This is how Galloway also became one of the largest engine and gasoline generator manufacturers in the USA. A highwheeler was obtained from the Dart Manufacturing Company , which Galloway had brought to the town in 1908 , which was marketed as the Galloway T-1705 and Galloway's Auto Transport until 1910. In addition to the Sears Motor Buggy , it is one of the first automobiles to be offered by mail order. The vehicle is a hybrid of a passenger car and a commercial vehicle with a loading bridge that can also be used to transport people by attaching an additional bench seat. Due to its construction and the materials used, it is one of the better of these vehicles, but Galloway must have been aware that highwheelers had no future.

Galloway's intervention

From June 1909 he negotiated with the businessman and US Senator Frederick L. Maytag (1857-1937) from Newton (Iowa) and his son Elmer Henry Maytag (1883-1940) about how the Mason Motor Car Company could be taken over and restructured . Like Galloway, Maytags owned agricultural engineering companies . The Maytag Corporation was later a very important manufacturer of household appliances and especially washing machines . Galloway suggested relocating the company to Waterloo, where Galloway was able to offer a suitable location on favorable terms. This was the former production facility of the engine, automobile and tractor manufacturer Waterloo Motor Works , which in turn had been the basis of John Deere's tractor production . This was probably also the factory where the high wheeler was still made. It stands to reason that these facilities were used by the Dart Manufacturing Company , which Galloway had owned since 1903.

Maytag-Mason Motor Car Company

Logo of the Maytag-Mason Motor Car Co. (1909-1911)

Galloway's apparently attractive purchase offer and his own "substantial" stake led to the Maytags accepting the offer and Maytag actually invested in the company in November 1909 or early 1910 at the latest. It was reorganized again, now as the Maytag-Mason Motor Car Company . There are different representations for the capitalization of the new company. According to Duesenberg historian Fred Roe , the share capital was set at US $ 1 million, of which US $ 250,000 was issued as preferred stock . Accordingly, FL Maytag was the new President and CEO and EH Maytag Chief Financial Officer. The vice president and secretary were Maytag managers too. This - and the name change - makes a majority control of the Maytags in the company more than likely. According to another, less plausible representation, the Maytags took over US $ 75,000, - or three fifths of a share capital of only US $ 125,000, -. However, this source also confirms Maytags' control over the company.

From the point of view of the chief engineer, the takeover was not a pleasant one. Fred Duesenberg still acted as plant manager, but the Duesenbergs' great influence on the company was noticeably waning. Fred Duesenberg may also have been offended that the advertising material gave the incorrect impression that FL Maytag had found a vehicle that only served as the basis for further development. In fact, there are hardly any technical differences to the two-cylinder models built under the Maytags. The new owners rejected the new OHC four-cylinder engine as being too expensive and also stopped what they saw as unnecessary racing activities. Fred Duesenberg then gave up his position as superintendent . However, it does not seem to have come to a final break, because he was still a member of the board.

Two-cylinder models like this Maytag 24 HP Model C Touring also formed the backbone of the brand in 1911.

The Maytag 24 HP Model B Toy Tonneau differs from the Touring in that it has a lighter body with a shortened rear, also known as a close coupled .

The new owners only resolved the difficulties temporarily. The simultaneous change in leadership and the move to Waterloo led to organizational problems. The Maytags also experienced internal resistance, possibly also from Mason and his surroundings.

As early as 1911, Maytag-Mason came under further financial pressure. It seems that Senator Maytag was assuming too optimistic expectations and investing too generously in the expansion of the facilities, in better equipment and, above all, in the warehouse. When vehicle sales did not keep pace, the company's economic situation worsened. According to a newspaper report, the main creditors were the senator himself and William Galloway, who however denied this. The company subsequently sued the newspaper for damages of US $ 100,000 for credit damage. The outcome of these proceedings is not known, but is unlikely to have been successful. In August, the loans could no longer be serviced, which resulted in production being interrupted for several months. A consortium of creditors was formed, which demanded insight into the bookkeeping, looked for ways to satisfy the creditors without having to close the company, but also sued for outstanding invoices and unfulfilled delivery contracts.

The liabilities amounted to US $ 367,978, - which were offset by values ​​of US $ 331,000, -. If the courts had upheld a breach of contract suit and protected some minor claims, an additional US $ 70,000 would have to be settled. After attempts were made to bring about an involuntary bankruptcy, an out-of-court settlement was reached in early 1912 after tough negotiations. Until then, production was at a standstill.

Passenger cars

Advertisement of the Maytag-Mason Motor Company from 1910. The performance of the vehicles is given as “24 to 28 HP” or “35 to 38 HP”.

The two-cylinder continued to be offered as the Mason 24 HP in 1910 . It was now in the versions Tourabout (2-4 seater Roadster, US $ 1250, -), Toy Touring (4-seater Sport-Touring or Toy Tonneau, US $ 1300, -) and 5-passenger Touring for US $ 1350, - available.

The four-cylinder model finally appeared. It was the already mentioned version with the purchased Excelsior engine. The vehicle was called the Maytag 32/35 HP and, according to one source, was only offered as a Touring at US $ 1,800. According to other information, a toy tonneau was also available. The four-cylinder model had a light frame with only three cross members and double cranked long members. Due to the front offset, the frame narrowed forward from the engine. The rear, inclined upwards, allowed a lower construction. Such a frame, shortened by 10 inches (25.4 cm) to 104 inches (2642 mm), was used by Fred Duesenberg as the basis for his first Indianapolis racing car from 1912.

The various four-cylinder engines used by Mason and Maytag are dealt with in a separate chapter.

The Galloway T-1705 may have remained available until 1911. The William Galloway Company offered the Maytag two-cylinder models as the Galloway 25 in their 1911 catalog . Both cars and commercial vehicles were available. The only difference to the Mason 24 HP or Maytag 20 seems to have been a different brass lettering on the cooler.

commercial vehicles

A Maytag Model 11 with a fixed roof and side walls. Model 11 had slightly larger wheels than the other two commercial vehicles and had no pneumatic tires (1911)

Title page of the Maytag-Mason commercial vehicle brochure (1911)

Although the plant attached great importance to the fact that commercial vehicles had been sold earlier, a separate catalog can only be verified from 1910. Only adapted 20 HP chassis and engines were used. So they were light vans that were derived only from passenger cars and that were powered by the same two-cylinder engine under the seat. Two-speed planetary gears and double chains from the countershaft completed the drive.

At Mason, as at Maytag , the commercial vehicles were identified with model numbers instead of identification letters. There were two different chassis. One corresponded largely to the passenger car and had a 100-inch (2540 mm) wheelbase, the other was a " front control arm " with the driver's seat moved forward and an 80-inch (2032 mm) wheelbase. In both versions, the engine was mounted in the middle and both were available with different structures.

The two-cylinder touring Model A was also advertised as "The Farmer's Car". According to this, the back seat could be removed from the car to the pick-up within around 20 minutes .

Under the leadership of Maytag, the commercial vehicles were also offered as Mason in 1910 and as Maytag in 1911 . The only source gives a construction period until 1912, so it can be assumed that Edward Mason continued production for some time after the company was bought back, probably now again as Mason . As mentioned, the vehicles were also offered as Galloway 25 by the William Galloway Company , probably with matching model names.

Model 10 was an enclosed van. It appears that this vehicle was also sold as the Galloway Farm Runabout .
Model 11 was an open delivery van with a flatbed and low side walls. This was the only delivery van in the range with carriage wheels.
Model 12 was the most interesting offer. It was available either as a normal touring, as a closed delivery van - with a different body than Model 10 - or with both bodies as a swap body. The manufacturer stated a changeover time of 20 minutes for the exchange. According to one source, only the van was offered in 1912 and the price was reduced from US $ 1175 to US $ 800. The Model 12 is also referred to as the Express for 1913 and 1914 and would therefore have replaced Model 13 .
Model 13 was another open top delivery van, here referred to as Light Delivery Express . This model is only mentioned by one source and only mentioned by that source for 1910. Express was a term used up until the 1920s for a transporter or light truck with a flatbed and side walls. The driver's seat was open, the hood and weather protection were often not available or cost extra.

Maytag's exit

The difficult environment may have led to the Maytags' interest in the company waning. William Galloway initially stepped in and took over so many shares that he became the new majority owner. This probably happened while a solution was being sought with the creditors. A newspaper report in July 1910, according to which William Galloway had taken over the majority of the company, caused irritation. Strangely enough, Maytag-Mason denied it, but only in November. Another source names AW Wallis as the new president from the end of 1910. ER Mason initially took a seat as secretary on the new board and became a vice-president in March 1911.

In the autumn of 1911 there was a lawsuit because of unpaid claims and contracts. As a result, Maytag and its investors lost a lot of money. Against this background it can be seen that HW Hayden , only brought into the company by Fred Maytag in the fall of 1911, replaced Elmer Maytag as CFO. It is unclear whether Hayes also became the new managing director.

At the end of 1911, the Maytags had decided to get out of the Maytag-Mason Motor Car Company entirely . When they took this step in January 1912, they not only left an oversized, inactive plant, but also a material store that was much too large. In addition, there was a lack of working capital, a clear market focus and specific plans for the 1912 models. Apparently, this was the time for Galloway to withdraw from the company, as it was reorganized shortly afterwards with new owners. Twelve years later, Fred Maytag repaid the investors involved in this deal out of pocket.

After the Maytags left, William Galloway no longer appears in connection with Mason . He is also not listed as a board member. The active entrepreneur briefly returned to automobile manufacture in 1915 with the small Arabian car.

Mason Motor Company

Mason 20 HP Touring Model A (1912).

→ Main article : William Galloway Company

In order to get urgently needed, fresh capital, the company had already been forced to issue new shares under Maytag's leadership in 1911. Maytag's successor as - possibly interim - president of the company was, according to a source, WB Wallis with Edward R. Mason as secretary.

It is unclear what prompted ER Mason to get involved in this company again in early 1912. He probably left his original investment of US $ 25,000 in the company during Maytag's active time. The last reorganization took place on January 10 or 12, 1912. The name was now Mason Motor Company , and ER Mason was named again as managing director. According to another account, he was President of the Society and the business was conducted by Vice President HW Hayden . He was also responsible for finances under Maytag. Wallis was secretary of the board, according to a source. The fact that Fred Duesenberg was a member of the board of directors in 1912 is confirmed by several sources. Evidence is that the Duesenbergs rented part of the largely idle factory and temporarily set up their racing team there. Edward Mason also commissioned his friend Fred Duesenberg to design new engines. According to at least one source, Mason vehicles with a walking beam engine actually appeared , which can be safely and with reservations, possibly as early as 1911, as 3.2 liters (226.2 in³) from 1912 onwards.

The Mason Motor Company resolved its most pressing financial problems - again only temporarily - through an agreement with the creditors, so that production could finally be resumed after a five-month interruption. It turned out that due to a lack of funds, no arrangements had yet been made for the 1912 model year, so that little else remained than to continue the program of the previous year more or less unchanged. The commercial vehicle range may have been reduced. The brand name was changed back to Mason from Maytag .

In 1913, too, unforeseen problems had to be solved. The company initiated fraud proceedings against its own managing director, vice president and chief financial officer, Hayden. He had embezzled US $ 18,000 in company funds, fled and was later convicted of embezzlement. In June a supplier sued for payment of US $ 100,000 for axles it had supplied. A settlement was made for US $ 60,287. This wasn't the only creditor suing for outstanding payments.

Mason and Duesenberg tried again to reach an agreement with the creditors. In particular, another lawsuit for US $ 100,000 in connection with the December 1911 share issue troubled the company. It led to another bankruptcy procedure in October 1913. Assets valued at an estimated US $ 600,000.00 were offset by liabilities of US $ 143,514.00. Mason and Duesenberg offered the creditors preference shares in the equivalent of their claim and shares in the amount of a further 50%. Mason sounded out at the same time because of a rescue company that should trigger the systems and continue production. At the end of 1913, the company sought bankruptcy protection.

One consequence of the persistent problems was that the passenger car range was cut from three two-cylinder and five four-cylinder models in 1912 to just one Touring each the following year.

1913 was also the last year of production for the two-cylinder engine developed by Fred Duesenberg.

In the meantime, the facilities had become too large for the modest output of Mason vehicles. In the company's best year, 1910, 427 vehicles were built. That number dropped dramatically to 124 in 1913 and another 33 in 1914, the year of its final closure. For this reason, additional tenants were sought for parts of the plant. One of them was Louis C. Erbes , who manufactured cutting automobiles here for a few months before consolidating his vehicle production in the Bull Moose-Cutting Automobile Company in Saint Paul, Minnesota . The Duesenbergs also moved their headquarters to Saint Paul in the summer of 1913.

The novelty for 1914 was the large Mason-Mohler , named after the engineer who designed the chassis. The vehicle received a Duesenberg engine with 65 bhp, had a wheelbase of 128 inches (3251 mm) and had a price tag from US $ 3000, -. It is hard to imagine that such a luxury sports car, which was only available ex works as a roadster or coupé with lines that took some getting used to, could do much to save the company. In fact, there is only incomplete data on this. The Mason Motor Company finally filed for bankruptcy in the same year. The systems came under the hammer in September 1915.

technology

Engines

Below is an overview of the motors used by Mason and Maytag-Mason :

use	engine	Rating	Valve train	Displacement	power	application	Remarks
1905	Two-cylinder Duesenberg	approx. 20 HP ALAM	OHV	200 in³ (3277 cm³)	24-28	Marvel
1906-1908	Two-cylinder Duesenberg	approx. 20 HP ALAM	OHV	196.4 in³ (3218 cm³)	20-24	Mason 24 HP Maytag 20 HP Galloway 25
1909-1913	Two-cylinder Duesenberg	20 HP ALAM	OHV	201.3 in³ (3299 cm³)	20-24	Maytag 20 Mason 20 HP Mason Model C Galloway 25
1908	Four-cylinder Duesenberg	27.03 HP ALAM	OHC	235.8 in³ (3865 cm³)		Prototype; race car	rejected at Maytag; without series, later also racing
1910 1911?	Four-cylinder Excelsior	27.23 HP ALAM	SV	280.6 in³ (4599 cm³)	32	Maytag 32/35 Maytag 35 HP?
1911? 1912-1914	Four-cylinder Duesenberg	25.6 HP NACC	WB	226.2 in³ (3707 cm³)	58 at 2300 rpm	Mason 30 HP Maytag 30 HP? Mason K
1912	Four-cylinder Knight - slide					Mason Knight	Announcement only.
1914-1915	Four-cylinder Duesenberg				65	Mason-Mohler	incomplete data, unsafe production.

Two-cylinder models

Maytag 20 HP Touring with walking beam two-cylinder engine (1911).

Two-cylinder models were built from 1906 to 1913. In 1911 they were marketed as Maytag 20 ; an identical version appeared as Galloway Twenty-Five in the mail order catalog of the William Galloway Company .

A special feature of the engine is the crankshaft housing, which forms a unit with an "internal" intake manifold. This was a feature of almost all early Duesenberg engines. The engine was designed as an OHV . A water pump was provided. It was driven from one end of the crankshaft. The engine had magneto ignition.

These motors were manufactured by Mason itself.

Four-cylinder models

The sources mention five very different four-cylinder engines, three of which were sure to make their way into production models. With a fourth this is uncertain and a valve motor was only announced, but never manufactured or procured.

There are uncertainties about all engines. It is documented that the OHC engine with 235.9 in³, which was announced in 1908 and designed by Fred Duesenberg, was initially postponed for reasons of cost and stopped entirely by the Maytags in 1910. But it seems to have been used by the Duesenbergs in racing cars.

An Excelsior engine is unanimously named for the brand's first production model . Accordingly, it is the four-cylinder with 280.6 in³ (4599 cm³), which is noted for the Maytag 32/35 HP from 1910. It may also have been used in the 1911 Maytag 35 HP , but there is an alternate view.

An engine with 226.2 in³ (3707 cm³) is proven for the four-cylinder series models from 1912 to 1914. This source does not name the type of valve train, but according to Fred Roe it is one of the first versions of the walking beam engine, which was available in early 1912 and therefore also the first in a road vehicle. The Duesenbergs began working on it in 1910 at Mason and completed it as a freelancer. They sold the engine to Mason after the Maytags left .

It is not entirely out of the question that the Mason-Mohler was meant by a model announced in 1912 with a valve motor ; accordingly the Mason-Mohler and Mason-Knight listed below would have been identical. However, no evidence was found that the Duesenbergs were dealing with such a valve motor License Knight at that time . However, it is documented that this Mason Mohler received an engine built by Duesenberg. A version of the walking beam motor, which was later also sold to other automobile manufacturers, including Biddle , Revere and Roamer, is therefore an obvious choice .

Duesenberg OHC

This engine, which was ready for series production in 1908, did not go into production. Mason put it on hold for financial reasons, Maytag found the production too expensive and possibly saw the timely move to Waterloo jeopardized. At Mason , some racing cars may have been fitted with this engine.

Excelsior 280.6

Instead of this OHC engine, a four-cylinder engine was purchased from the Excelsior Motor Manufacturing & Supply Company . This company is best known as a bicycle and motorcycle manufacturer.

The data for this conventional engine are given as follows:

• SV four-cylinder engine with 280.6 in³ (4599 cm³)
• Bore × stroke: 4.125 × 5.25 in
• ALAM rating 27.23 HP
• Power 30 bhp at 2300 rpm; the work stated 35–38 bhp.

It is certain that this engine was used in the Maytag 32/35 HP . The chassis with 114 inch wheelbase was designed by Fred Duesenberg and was used in a shortened form for his racing car. There may have been a successor to Maytag 35 HP in 1911 .

Duesenberg Walking Beam

Patent drawing by the Duesenberg brothers for their Walking Beam valve drive, submitted in 1914.

This is the first version of the walking beam motor , which was later also very successful in racing . The valves are arranged horizontally in the non-removable cylinder head . The crankshaft and camshaft are located in the crankshaft housing at the bottom of the engine, with the latter being a little higher and positioned to the side under the valves. They are by means of a particularly long, vertically mounted rocker arms controlled . Thanks to this design, the engine could be made very light and short. This means that two main bearings, each approx. 10 cm long, are sufficient for the crankshaft. Other special features are the mixture supply via ducts in the engine block instead of an intake manifold and the arrangement of the spark plugs opposite the valves. The design with valves mounted on top and lying also allows a simpler exhaust manifold . In early Mason cars, the exhaust was routed under the floor of the car, while racing cars switched to routing exhaust stubs out of the bonnet instead.

The earliest version had water cooling using the thermosiphon method - a strange step backwards to the two-cylinder engines with water pumps . The racing engines received such a retrofit after a short time; it is already mentioned in the 1912 Indianapolis racing car. It is not known whether and from when this also took place with passenger cars.

The functionality is described similarly by all sources. The technical data is different: three reputable sources cite three different data sets: The authors Joseph S. Freeman and James G. O'Keefe state in Automobile Quarterly a displacement of 235.9 in³ (3865 cm³); The bore and stroke are therefore noted as 3.875 × 5.0 inches. The power is 58 bhp at 2300 rpm. This is said to be the engine of the racing car with which Bill Endicott failed to qualify for the Indianapolis 500 in 1912 due to a defect. The NACC rating for this engine is 24.04 HP.

Fred Roe names a motor with 226 in³ for this application, which corresponds to the one mentioned by Dluhy. He mentions 226.2 in³ displacement (4 × 4.5 inches) for the production cars Mason 30 HP and Model K ; The former was therefore a successor to the above-described, unpopular Maytag 32/35 HP with the purchased Excelsior engine. According to Dluhy again, this engine could have driven a Maytag Model 30 as early as 1911 , which otherwise would have been identical to the Mason Model 30 . However, there is no other evidence to support this thesis. However, it does not fit the known schedule and requires that the Maytags or Galloway would have agreed.

The third source is a contemporary one: Motor Age Magazine reported on the event and the participating vehicles on the eve of the Indianapolis 500 in 1912. For the engine of the Mason with the starting number 31 it listed a displacement of 243.5 in³ (3982 cm³) (bore × stroke 3 15/16 × 5 inches), block engine, Splitdorf magneto and Schebler carburetor. Why these details differ from those of the historians mentioned is unclear.

The Duesenbergs registered a patent for the engine in 1913 and separated the valve train from it in 1914. He stood as seen in 1912 in Mason 30 HP / Model K available. The version in the Mason corresponds at least technically to the engine with which the Duesenbergs competed on the 500 miles of Indianapolis in 1912 against a competition with engines more than twice as large.

Mason-Mohler

There is hardly any data available on this engine. It is known that it had four cylinders, achieved 65 bhp and was designed by the Duesenbergs. The latter suggests that it was a street version of their walking beam racing engine.

Mason Knight

The later convicted for embezzlement HW Hayden was prior to joining Maytag-Mason for Stoddard-Dayton act and had contacts to licensees of the Knight - valve engine . It was a technology at the time that was becoming increasingly important. The Mason Motor Company announced in January 1912 a car with such an engine and stated that they already had the appropriate licenses for the part of the USA west of the Mississippi River. It is not clear from the available sources whether such an engine was actually developed. Fred Duesenberg did freelance development assignments for his friend Edward Mason. It is possible but not verifiable that such a draft was included. What is certain, however, is that no Mason with a valve motor has appeared.

chassis

The two-cylinder models housed the engine in the middle of the chassis. It started with a crank on the side under the driver's seat. The space under the "bonnet" was a compartment for carrying tools and equipment and possibly also contained the gasoline or water tank. The Mason was water-cooled and the cooler was real.

Fred Duesenberg had planned a chassis for the four-cylinder car that was cranked at the front and rear. Elliptical springs were provided on the rear axle.

A slightly shortened version of this chassis, equipped with the Walking Beam engine, formed the basis for the first four-cylinder Mason , with which Fred Duesenberg developed from 1911.

The Mason-Mohler also had leaf springs arranged lengthways in pairs, but here the front axle was underslung and the rear axle was overslung. In other words, the front axle was fixed between the longitudinal members and the front leaf springs on the latter and the rear axle conventionally hung under their springs.

Model overview

Passenger cars

From 1911 to 1912, the two-cylinder models were also available as the Galloway Model 25 , with both passenger cars and commercial vehicles being available. The bodies and their names seem to have been adopted.

construction time	A.LAM rating model	engine	Displacement	Performance bhp	Wheelbase inches / mm	body	Price US $	Fig. Remarks
1905	Marvel	2 cyl. ohv boxer mason	200 in³ 3277 cm³	24-28		Touring	without
1906-1908	Mason 24 HP 20 HP	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	90 inches 2286 mm	Runabout , 2 pl.	1285.-
1906-1908	Mason 24 HP	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	90 inches 2286 mm	Touring , 5 pl.	1350.-
1909	Mason 24 HP	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Tourabout , 4 pl.	1250.-
1909	Mason 24 HP	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Touring, 5 pl.	1350.-
1910	Mason 24 HP	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Tourabout, 2/4 pl.	1250.-
1910	Mason 24 HP	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Toy Touring, 4 pl.	1250.-
1910	Mason 24 HP	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Touring, 5 pl.	1350.-
1910	Maytag 32/35 HP, 27.2 HP	R4 cyl. sv Excelsior	280.6 in³ 4599 cm³	32	114 inches 2896 mm	Touring, 5 pl.	2250.-
1911	Maytag 20 HP Model A	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Runabout , 2 pl.	1250.-	As a brand name in 1911 only Maytag or as Galloway Model 25 in its sales network.
1911	Maytag 20 HP Model B	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Toy Tonneau, 4 pl.	1300.-
1911	Maytag 20 HP Model C	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Touring, 5 pl.	1350.-
1911	Maytag 35 HP	Alternative representation: Maytag four-cylinder Kimes / Butler version with data 280.6 ci; Continuation of the 32/35 HP from 1910 as 35 HP
1911	Maytag 35 HP Model D	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	114 inches 2896 mm	Touring	1750.-
1911	Maytag 35 HP Model E.	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	114 inches 2896 mm	Touring	1750.-
1911	Maytag 35 HP Model F	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	114 inches 2896 mm	Touring	1750.-
1911	Maytag 35 HP Model G	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	114 inches 2896 mm	torpedo	1750.-
1911	Maytag 35 HP Model H	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	114 inches 2896 mm	Boattail Roadster	1650.-
1911	Maytag 30 HP	Alternative representation: Maytag four-cylinder Version Dluhy with detailed data of the 226.2 ci; requires the consent of the Maytags to use the Duesenberg engine. This engine is definitely used from 1912.
1911	Maytag 30 HP Model D	R4 cyl. WB Duesenberg	226.2 in³ 3218 cm³	30th	114 inches 2896 mm	Roadster	1750.-
1911	Maytag 30 HP Model E	R4 cyl. WB Duesenberg	226.2 in³ 3218 cm³	30th	114 inches 2896 mm	Toy tonneau	1750.-
1911	Maytag 30 HP Model F	R4 cyl. WB Duesenberg	226.2 in³ 3218 cm³	30th	114 inches 2896 mm	Touring	1750.-
1911	Maytag 30 HP Model G	R4 cyl. WB Duesenberg	226.2 in³ 3218 cm³	30th	114 inches 2896 mm	torpedo	1750.-
1911	Maytag 30 HP Model H	R4 cyl. WB Duesenberg	226.2 in³ 3218 cm³	30th	114 inches 2896 mm	Boattail Roadster	1650.-
1912	Mason 20 HP Model A	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Touring	1,050.-	From 1912 all vehicles were sold as Mason.
1912	Mason 20 HP Model B	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	torpedo	1050.-
1912	Mason 20 HP Model C	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Roadster	1050.-
1912	Mason 30 HP Model D	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	116 inches 2946 mm	Roadster	1750.-
1912	Mason 30 HP Model E.	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	116 inches 2946 mm	Touring	1000.-
1912	Mason 30 HP Model F.	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	116 inches 2946 mm	Touring	1150.-
1912	Mason 30 HP Model G	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	116 inches 2946 mm	Touring	1250.-
1912	Mason 30 HP Model H	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	116 inches 2946 mm	Roadster	1650.-
1912	Mason Knight	R4 cyl. Knight - slider						just announced. No data available
1913	Mason Model C	2 cyl. ohv boxer mason	196.2 in³ 3218 cm³	24	96 inches 2438 mm	Touring, 5 pl.	900.-
1913	Mason Model K	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	116 inches 2946 mm	Fore-Door Touring, 5 pl.	1290.-
1914	Mason Model K	R4 cyl. sv Excelsior	280.6 in³ 3218 cm³	35	116 inches 2946 mm	Touring, 5 pl.	1350.-
1914	Mason-Mohler 65 HP	R4 cyl. Duesenberg		65	128 inches 3251 mm	Roadster	3000.-	Production unclear
1914	Mason-Mohler 65 HP	R4 cyl. Duesenberg		65	128 inches 3251 mm	Coupe	3150.-	Production unclear

Note on the table : The information in this table has been compiled and converted from several sources. This can lead to sham accuracy . For the two-cylinder model, both the designation 20 HP (according to the ALAM rating ) and 24 HP (according to the effective performance in bhp) can be proven. One source notes 25 bhp from 1911 and refers to the manufacturer.

In the literature, a square ratio of bore and stroke of 5 × 5 inches is given for the 24 HP Mason two-cylinder engine ; this results in a displacement of 196.2 cubic inches corresponding to 3218 cm³. A single source mentions 5 × 6 inches for 1910–1913, which is 235.62 in³ resp. 3861 cm³ displacement results. This has no influence on the ALAM rating based on the well . According to this, a two-cylinder engine with a 5 inch bore has a calculated output of 20 HP. For completeness, it should be noted that the same source notes a wheelbase of 100 inches (2540 mm). This is apparently based on an incorrect or at least improbable work specification and only applies to 1911; In 1910 and 1912, the wheelbase is noted as 96 inches.

commercial vehicles

All models: Mason two-cylinder boxer engine design FS Duesenberg; 196.2 in³ (3218 cm³), 24-25 bhp output.

construction time	A.LAM rating model	Wheelbase inches / mm	Payload structure	Price US $	Fig .
1906-1914	Model 10 20 HP	100/2540	Delivery Van
1906-1911	Model 11 20 HP	80/2032	Delivery wagon
1906-1911	Model 12 20 HP	100/2540	Delivery Van	1175.00
			Pleasure Car	1150.00
			Interchangeable body Delivery Car / Pleasure Car	1275.00
1910	Model 13 20 HP		Light Express Delivery	1000.00
1912	Model 12 20 HP		Light Express Delivery	800.00
1913-1914	Model 12 20 HP		Light Express Delivery	800.00

Note on the table : In the literature, a square ratio of bore and stroke of 5 × 5 inches is consistently given for the 24 HP Mason two-cylinder engine ; this results in a displacement of 196.2 cubic inches corresponding to 3218 cm³. A single source mentions 5 × 6 inches for 1910–1913, which is 235.62 in³ resp. 3861 cm³ displacement results. This has no influence on the ALAM rating based on the well . According to this, a two-cylinder engine with a 5 inch bore has a calculated output of 20 HP.

Motorsport

Fred Duesenberg's Mason 'Goat' (1906). The racing car was created by lowering the seats and adjusting the steering column. It was very successful in mountain tests and was at times the fastest two-cylinder in the USA.

Fred Duesenberg had already contested car races before he started building the Marvel . At Mason , taking part in car races was part of the sales concept and Duesenberg was not only head of the development department and operations manager in a dual role, but also headed the small racing team. He himself was active as a driver until 1912, after he left Mason . Mason was quite successful in racing; the activities ended as costly and unnecessary after the takeover of the Maytags. <ef name = "Kimes (1996) 935" /> The Duesenbergs then founded a part-time racing team with vehicles and material that Fred could purchase from the factory. For a short time they occupied unneeded premises in the Mason factory in Waterloo before moving to Saint Paul, Minnesota , in mid-1913 .

Even before the Mason was launched in August 1906, Fred Duesenberg carried out promotions and demonstration drives with the former Marvel and also competed in some races with it. At the end of 1906 or beginning of 1907, the converted racing car was available, which was later given the nickname "Goat" ("goat"). It was most likely used by Fred Duesenberg. Below is a brief overview of Mason's racing activities prior to recruitment:

• 1906

July 4th: Hill Climb , Des Moines, Iowa

October: Riverside Hill Climb , Des Moines

• 1907

May 30th: Hill Climb , Kansas City, Missouri . with a production car.

June 6: reliability testing (error-free), Chicago ( Illinois ) with a production car.

JUNE 7: reliability testing (error-free), Milwaukee ( Wisconsin ) with a production car.

August: Victory in two races in Milwaukee.

August: Victory in all rounds of a racing meeting organized by Barney Oldfield in Des Moines

August: A Mason covered the distance from Kansas City to Denver, Colorado in a record time of 28 hours and 10 minutes.

September: Victory in three races in Minneapolis ( Minnesota ), against competition with four-cylinder cars.

September: Victory in three dirt track races in Milwaukee. The driver was Fred Duesenberg, who then competed in a 24-hour race. In this one had an accident in the 7th hour and was injured. On this occasion, his car was probably nicknamed Goat ("goat") because it broke through a fence. The accident turned out to be less minor than initially thought; Fred Duesenberg suffered from the long-term effects all his life.

October: Reliability test (only two-cylinder in target), Minneapolis ( Minnesota )

• 1908

Glidden Tour: only two-cylinder car at the finish

August: Reliability check (correct), Des Moines.

August: Reliability check (correct), Chicago. This was a four day event.

December: Hill Climb , Des Moines.

• 1909

January: Race in San Antonio ( Texas )

July: A Maytag took part in the Glidden Tour around Kansas City and was the only two-cylinder car to complete it. (Roe: 1908)

August: Hill Climb in Algonquin, Illinois

• 1910

April 16: Race from Salina to Hays, Kansas for 121 miles.

May 12: Two miles, Open Class in Shenandoah, Iowa.

May 12: Five miles, open class in Shenandoah, Iowa.

1 July: Ten miles, Indianapolis Motor Speedway , Indianapolis ( Indiana ).

July 13: Five miles in Winnipeg ( Manitoba , Canada ). A Mason set a new course record.

Participation in a non- American Automobile Association (AAA) sanctioned race in Boone, Iowa , resulted in a month-long exclusion from the organization's events in August.

Production numbers

Model year	number of pieces
1906	25th
1907	50
1908	100
1909	200
1910	427
1911	338
1912	218
1913	124
1914	33
Total	1275

The adjacent production figures by model year are based on information from automotive historians Beverly Rae Kimes and Henry Austin Clark, Jr. in the Standard Catalog of American Cars 1805-1942 .

Accordingly, 375 vehicles were built up to the takeover by Maytag. The Maytag-Mason Motor Car Co. built 565 more in just over two years; these two model years were the company's best. It can be assumed that these figures show the vehicles produced regardless of the later brand name. Although not explicitly mentioned, the production of the identical Galloway models may therefore also have been included. The new Mason Motor Car Co. finally built 345 vehicles . It has not been proven that commercial vehicles are also included in these figures, but it is reasonably plausible because of their close proximity to passenger cars. With an annual production of two hundred vehicles, a medium-sized manufacturer can be assumed at this time.

Another estimate suggests that a total of around 1500 Mason and Maytag-Mason were built.

Mason and Maytag today

The history of the brand has been well researched because of its historical proximity to Duesenberg. There is also a club that deals with the historic Maytag products - washing machines, generators, appliances and motors - and of course also includes the Maytag automobile. Mason and Maytag vehicles are very rare, however. The two-cylinder model is historically more significant, again because of the reference to the Duesenbergs, the independent engine technology and the racing successes. About 20 vehicles are said to still exist, of which one belonged or belongs to the Everest (Kansas) Historical Society and one to the Mason expert George Hess .

Remarks

The ALAM formula was renamed NACC Rating in 1912. The calculation method was not changed.

1. ↑ Fred Roe calls the vehicle a "lasting success" without giving a reason ( Duesenberg - The Pursuit of Perfection. 1982, p. 15).
2. ^ After Butler (p. 19); to Kimes, the planned extension was reported in early 1909.
3. ↑ Kimes is contradicting itself here. Regarding Mason , it says on p. 935 that the company was renamed Waterloo in early 1910. In Maytag-Mason (p 945), is shown that the renaming has already taken place before the move.
4. ↑ Here, too, Kimes is contradicting itself: She names the year 1910 for Galloway's takeover and at the same time mentions that it took place six months before the Maytags left. One of the two cannot be true; The Maytags finally left the company in January 1912. Jepsen mentions Mason's return in late 1910, the vice presidency in March 1911, and the formation of a plaintiff association in late 1911.

literature

• Jon M. Bill: Duesenberg Racecars & Passenger Cars Photo Archive. Auburn Cord Duesenberg Museum (Ed.), Iconografix, Hudson WI, Photo Archive Series, ISBN 1-58388-145-X .
• Griffith Borgeson: The Golden Age of the American Racing Car. Ed. SAE (Society of Automotive Engineers), Warrendale PA, 2nd edition, 1998; ISBN 0-7680-0023-8 .
• Don Butler: Auburn Cord Duesenberg. Crestline Publishing Co., Crestline Series , 1992; ISBN 0-879-38701-7 .
• Donald Davidson, Rick Shaffer: Autocourse Official Illustrated History of the Indianapolis 500. Icon Publishing Ltd., 2nd expanded edition, 2013; ISBN 1-905-33482-6 .
• 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 .
• Randy Ema: The Man Behind the Machine - Friedrich S. Duesenberg. in: Automobile Quarterly ( ISSN  0005-1438 ), Volume XXX, No. 4, pp. 4-13 (1992).
• Joseph S. Freeman, James O'Keefe: Out of the Crucible - A Racing History. in: Automobile Quarterly ( ISSN  0005-1438 ), Volume XXX, No. 4: 80-99 (1992).
• George Nicholas Georgano (Ed.): Complete Encyclopedia of Motorcars, 1885 to the Present. Dutton Press, New York, 2nd edition (hardcover), 1973; ISBN 0-525-08351-0 .
• George Nicholas Georgano (Ed.), G. Marshall Naul: Complete Encyclopedia of Commercial Vehicles. MBI Motor Books International, Osceola WI, 1979; ISBN 0-87341-024-6 .
• Bill Jepsen: Iowa's Automobiles. An Entertaining and Enlightening History. Publisher: Bill Jepsen, 2007; ISBN 1-888223804 .
• 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 .
• George Moore: They always called him Augie - August S. Duesenberg. in: Automobile Quarterly ( ISSN  0005-1438 ), Volume XXX, No. 4, pp. 14-20 (1992).
• Albert Mroz: Illustrated Encyclopedia of American Trucks and Commercial Vehicles. Krause Publications, Iola WI, 1996; ISBN 0-87341-368-7 .
• William Pearce: Duesenberg Aircraft Engines: A Technical Description. Old Machine Press, 2012; ISBN 0-98503530-7 .
• Fred Roe: Duesenberg - The Pursuit of Perfection. Dalton Watson Ltd., Publishers, London W1V 4AN, England, 1982, ISBN 0-90156-432-X .
• Dennis Adler: Duesenberg. Heel-Verlag, Königswinter 2005; ISBN 3-89880-487-9 .
• L. Scott Bailey (Eds.), Jonathan A. Stein, Michael Pardo: Automobile Quarterly, Volume XXX, No. 4, Summer 1992 (Duesenberg edition). Automobile Quarterly, Inc., Kutztown PA; ISSN  0005-1438 .
• Joseph S. Freeman: Coda: Walking Beam on Water. in: Automobile Quarterly ( ISSN  0005-1438 ), Volume XXX, No. 4 (1992), p. 112.
• Robert Gabrick: American Delivery Truck: An Illustrated History. Enthusiast Books, 2014; ISBN 978-158388311-2 .
• John A. Gunnell (Ed.): Standard Catalog of American Light Duty Trucks, 1896-1986. MBI Motor Books International, Osceola WI, 1993, ISBN 0-87341-238-9 .
• Karl Ludvigsen: Indy Cars 1911-1939: Great Racers from the Crucible of Speed. Enthusiast Books (Ludvigsen Library), 1st edition, 2005; ISBN 1-58388-151-4 .
• Beverly Rae Kimes: Pioneers, Engineers, and Scoundrels: The Dawn of the Automobile in America. Ed. SAE ( Society of Automotive Engineers ) Permissions, Warrendale PA, 2005; ISBN 0-7680-1431-X .
• Howard Kroplick: Vanderbilt Cup Races of Long Island. Arcadia Publishing, Charleston SC (USA) Images of Sports Series , 2008; ISBN 978-0-7385-5751-9 .
• Howard Kroplick, Al Velocci: The Long Island Motor Parkway , Arcadia Publishing Charleston SC (USA) Images of America series , 2008; ISBN 978-0-7385-5793-9 .
• Louis William Steinwedel, J. Herbert Newport: The Duesenberg: The Story of America's Premier Car. Chilton Book Co, 1st Edition, 1970; ISBN 0-801-95559-9 .
• ACD Museum (Ed.): 19th Annual Auburn Cord Duesenberg Festival; Official Souvenir Book ; Brochure for the opening of the Auburn Cord Duesenberg Museum in Auburn, Indiana (USA), Labor Day Weekend 1974.
• National Automobile Chamber of Commerce : Handbook of Automobiles 1915–1916. Dover Publications, 1970.
• 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.

Web links

Commons : Mason Motor Company  - Collection of Images, Videos, and Audio Files

• Maytag collectors Club: The Maytag-Mason venture. (English)
• Maytag collectors Club: Maytag cars. (English)
• tomstrongman.com: Classic Cars / George Hess (English)
• American Automobiles: The Mason Automobile & The Mason Automobile Co. (English)
• American Automobiles: The Maytag Automobile & The Maytag-Mason Motor Co. (English)
• American Automobiles: Maytag Business Cars & The Maytag-Mason Motor Co. (English)
• earlyamericanautomobiles.com: Chapter 16 with Mason and Maytag. (English)
• Classic Car Database: Mason 1910-1913; 235.62 cid, 100 in. Wheelbase. (English)
• Classic Car Database: 1913 Mason K Series. (English)
• champcarstats.com: Lee Oldfield. (English)
• champcarstats.com: Harry Endicott. (English)
• champcarstats.com: International 500 Mile Sweepstakes, May 30, 1912. (English)
• champcarstats.com: International 500 Mile Sweepstakes, May 30, 1913. (English)
• champcarstats.com: Jencks Trophy Race, Elgin Road Race Course, August 30, 1912. (English)
• champcarstats.com: Wisconsin Challenge Trophy Race, Wauwatosa Road Race Course, October 5, 1912. (English)
• champcarstats.com: Vanderbilt Cup, Santa Monica, 26th February 1914. (English)
• The Old Motor: Gentleman, Show Us Your Engines - The 1912 Indianapolis 500. (English)
• Displacement calculation from bore and stroke in inches / cubic inches; Conversion in cm³ . (English)

Individual evidence

1. ↑ ^{a b c d e f g h i j k l m n o} Roe: Duesenberg - The Pursuit of Perfection. 1982, p. 16.
2. ↑ ^{a b c d e f g h i j k} Roe: Duesenberg - The Pursuit of Perfection. 1982, p. 15.
3. ^ Butler: Auburn Cord Duesenberg. 1992, p. 13.
4. ↑ ^{a b} Butler: Auburn Cord Duesenberg. 1992, p. 12.
5. ↑ ^{a b c} Butler: Auburn Cord Duesenberg. 1992, p. 10.
6. ↑ ^{a b} US Patent No. 1,363,500 of October 30, 1917: valve control; FS and AS Duesenberg.
7. ↑ US Patent No. 1,363,500 dated 12/28/1920: Internal Combustion Engine; FS and AS Duesenberg.
8. ↑ US Patent No. 1,476,327 dated December 4, 1923: FS Duesenberg engine with internal combustion; FS Duesenberg.
9. ↑ US Patent No. 830,099 A, September 4, 1906: Hydrocarbon Engine for Motor Vehicles, JW Packard.
10. ↑ ^{a b c d e} tomstrongman.com: George Hess: Maytag-Mason.
11. ↑ ^{a b c d} Butler: Auburn Cord Duesenberg. 1992, p. 14.
12. ↑ ^{a b} Kimes, Clark: Standard Catalog of American Cars 1805-1942 , 1996, pp. 496-499 (Duesenberg).
13. ↑ ^{a b c} Bill: Duesenberg Racecars & Passenger Cars Photo Archive , p. 6.
14. ↑ ^{a b c d e f g h i j k l m n o p q r s t} Kimes, Clark: Standard Catalog of American Cars 1805-1942 , 1996, p. 935 (Mason).
15. ↑ ^{a b c} Ema: The Man Behind the Machine - Friedrich S. Duesenberg. in: Automobile Quarterly , Vol. XXX, No. 4 (1992), p. 8.
16. ↑ Jepsen: Iowa's Automobiles. An Entertaining and Enlightening History. 2007, p. 299.
17. ↑ ^{a b} Butler: Auburn Cord Duesenberg. 1992, p. 15.
18. ↑ ^{a b c d e f g h i j k l} Maytag Collectors Club: Maytag cars.
19. ↑ ^{a b c d e} Butler: Auburn Cord Duesenberg. 1992, p. 19.
20. ↑ ^{a b c} Butler: Auburn Cord Duesenberg. 1992, p. 26.
21. ↑ ^{a b} Butler: Auburn Cord Duesenberg. 1992, p. 21.
22. ^ Butler: Auburn Cord Duesenberg. 1992, p. 25.
23. ^ Museum of Lake Minnetonka: Steamboatin 'News: The Glidden Tour Of 1909.
24. ^ Moore, "Farm Collector", August 17, 2017: The Beginning of the End for Steam Traction Engines.
25. ↑ ^{a b c} Kimes, Clark: Standard Catalog of American Cars 1805-1942 , 1996, p. 625 (Galloway).
26. ↑ Vossler, GEM 4/2005: Galloway - Gas Engines Defined Iowa Manufacturer's Career.
27. ^ Kimes, Clark: Standard Catalog of American Cars 1805-1942. 1996, p. 1335 (Sears).
28. ↑ ^{a b c d} Butler: Auburn Cord Duesenberg. 1992, p. 27.
29. ^ Maytag Collectors Club: The Maytag-Mason venture.
30. ^ Butler: Auburn Cord Duesenberg. 1992, p. 31.
31. ↑ ^{a b c d e f g h i} Butler: Auburn Cord Duesenberg. 1992, p. 32.
32. ↑ ^{a b c d} Kimes, Clark: Standard Catalog of American Cars 1805-1942 , 1996, p. 945 (Maytag).
33. ^ Gunnell: Standard Catalog of American Light Duty Trucks, 1896-1986. 1993, p. 696 (Galloway).
34. ^ Mroz: Illustrated Encyclopedia of American Trucks and Commercial Vehicles. 1996, pp. 270-271.
35. ↑ Georgano, Naul: Complete Encyclopedia of Commercial Vehicles. 1979, p. 416.
36. ↑ ^{a b c d e} Jepsen: Iowa's Automobiles. An Entertaining and Enlightening History. 2007, p. 128 (Mason).
37. ^ ^{A b c d e} Gunnell: Standard Catalog of American Light Duty Trucks, 1896–1986. 1993, p. 714 (Maytag).
38. ↑ ^{a b c d e f g} Butler: Auburn Cord Duesenberg. 1992, p. 38.
39. ^ Kimes, Clark: Standard Catalog of American Cars 1805-1942. 1996, p. 60 (Arabian).
40. ↑ ^{a b c d} Jepsen: Iowa's Automobiles. An Entertaining and Enlightening History. 2007, p. 129 (Mason).
41. ↑ ^{a b c} Butler: Auburn Cord Duesenberg. 1992, p. 46.
42. ↑ ^{a b c d e f g} Roe: Duesenberg - The Pursuit of Perfection. 1982, p. 17.
43. ↑ ^{a b c d e f} Dluhy: American Automobiles of the Brass Era. 2013, p. 96 (Mason).
44. ↑ ^{a b c d} Dluhy: American Automobiles of the Brass Era. 2013, p. 97 (Maytag).
45. ^ ^{A b c d e} Freeman, O'Keefe: Out of the Crucible - A Racing History. in: Automobile Quarterly Vol. XXX, No. 4 (1992), p. 82.
46. ↑ Classic Car Database: 1913 Mason K Series.
47. ↑ ^{a b c} Roe: Duesenberg - The Pursuit of Perfection. 1982, p. 19.
48. ^ Roe: Duesenberg - The Pursuit of Perfection. 1982, p. 23.
49. ^ Roe: Duesenberg - The Pursuit of Perfection. 1982, p. 21.
50. ^ The Old Motor: Gentleman, Show Us Your Engines - The 1912 Indianapolis 500.
51. ^ Butler: Auburn Cord Duesenberg. 1992, pp. 12-13.
52. ^ ^{A b} Roe: Duesenberg - The Pursuit of Perfection. 1982, p. 20.
53. ^ ^{A b} Classic Car Database: 1910-1913 Mason; 235.62 cid, 100 in. Wheelbase.
54. ↑ ^{a b c d} Butler: Auburn Cord Duesenberg. 1992, p. 17.