1900 HAYNES-APPERSON 7/8 HP RUNABOUT Chassis No. to be announced Red with black leather interior Engine: horizontally-opposed two-cylinder, 274 cu. in., water-cooled, with electric ignition; Gearbox: 3-speed and reverse constant-mesh gear train with individual clutches, final drive by central chain; Suspension: full-elliptic leaf springs front and rear; Brakes: band type, foot operated, with ratchet. Tiller steered. Left hand drive. Elwood Haynes of Kokomo, Indiana conceived his first motor car in 1893 and had most of it built during 1894, thus making it among the earliest of American gasoline powered cars. During 1895 a two cylinder, two stroke horizontally opposed engine was made, but this was not entirely satisfactory, mainly due to poor combustion giving a malodorous exhaust. A four-stroke version was developed that worked well and engines of this type, with an individual carburetor for each cylinder, went on to be used in Haynes-Apperson and Haynes cars for the next ten years. The partnership was also among the first to make extensive use of aluminum in their engines. Production of cars was limited but in July 1898 The Horseless Age reported that the Haynes-Apperson Company recently incorporated under the laws of the state of Indiana, with a capital of 25,000, are now erecting a new factory at Kokomo, which will enable them to turn out one carriage a week, their present output being limited to one every two or three weeks. In September the company stated that production was up to two cars per week and in the summer of the following year it was said that the factory was working 24 hours a day to meet demand. Clearly having some difficulty in meeting home demand for their products, Haynes-Apperson did not feel the need to sell cars in any quantity overseas and unlike Duryea and Locomobile, for example, they established no European agency. However, in May 1900 the Earl Russell privately imported a Haynes-Apperson into Great Britain and this was evaluated by The Autocar nearly two years later. The journal commented favorably on the control of the car that the foot accelerator provided, the silence of the gear changes (not suprising in view of the system used) and the car's pulling power; the engine always seemed to find power enough to keep the car going on third, when we expected the driver to come down on to the second or even the first speed. This car conforms to the specification of the later type of Haynes-Apperson and with its large engine is a lively performer. Ninety-six years on from the findings of The Autocar , it demonstrates the integrity of its design and effectiveness of its control. It successfully took part in the centenary London to Brighton Run in 1996.
1900 HAYNES-APPERSON 7/8 HP RUNABOUT Chassis No. to be announced Red with black leather interior Engine: horizontally-opposed two-cylinder, 274 cu. in., water-cooled, with electric ignition; Gearbox: 3-speed and reverse constant-mesh gear train with individual clutches, final drive by central chain; Suspension: full-elliptic leaf springs front and rear; Brakes: band type, foot operated, with ratchet. Tiller steered. Left hand drive. Elwood Haynes of Kokomo, Indiana conceived his first motor car in 1893 and had most of it built during 1894, thus making it among the earliest of American gasoline powered cars. During 1895 a two cylinder, two stroke horizontally opposed engine was made, but this was not entirely satisfactory, mainly due to poor combustion giving a malodorous exhaust. A four-stroke version was developed that worked well and engines of this type, with an individual carburetor for each cylinder, went on to be used in Haynes-Apperson and Haynes cars for the next ten years. The partnership was also among the first to make extensive use of aluminum in their engines. Production of cars was limited but in July 1898 The Horseless Age reported that the Haynes-Apperson Company recently incorporated under the laws of the state of Indiana, with a capital of 25,000, are now erecting a new factory at Kokomo, which will enable them to turn out one carriage a week, their present output being limited to one every two or three weeks. In September the company stated that production was up to two cars per week and in the summer of the following year it was said that the factory was working 24 hours a day to meet demand. Clearly having some difficulty in meeting home demand for their products, Haynes-Apperson did not feel the need to sell cars in any quantity overseas and unlike Duryea and Locomobile, for example, they established no European agency. However, in May 1900 the Earl Russell privately imported a Haynes-Apperson into Great Britain and this was evaluated by The Autocar nearly two years later. The journal commented favorably on the control of the car that the foot accelerator provided, the silence of the gear changes (not suprising in view of the system used) and the car's pulling power; the engine always seemed to find power enough to keep the car going on third, when we expected the driver to come down on to the second or even the first speed. This car conforms to the specification of the later type of Haynes-Apperson and with its large engine is a lively performer. Ninety-six years on from the findings of The Autocar , it demonstrates the integrity of its design and effectiveness of its control. It successfully took part in the centenary London to Brighton Run in 1996.
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.jpg "Quelle: Christie's")
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