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America’s Affordable Depression Era Speed Machine! It’s…

The Auburn Speedster 1928 -1936

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✪ Presenting one of the most gorgeous and exciting American automobiles of the 1930s, the Auburn Speedster. These rakish two-seaters combined stunning styling with genuine performance at a price that made exotic motoring accessible to the upper-middle class. While sister marque Duesenberg catered to millionaires and movie stars and Cord pushed technological boundaries, Auburn offered glamour and speed for the successful professional. The Speedster, particularly the supercharged 851 and 852 models, represented the pinnacle of Auburn‘s achievement and remains one of the most desirable American classics 90 years after production ended.

The Auburn Automobile Company was founded in Auburn, Indiana in 1900, building conventional automobiles that achieved modest success in the early decades of the century. By the mid-1920s, however, the company was struggling financially, unable to compete effectively against larger manufacturers. Enter Errett Lobban Cord, the ambitious entrepreneur who would transform Auburn into one of America’s most exciting automotive brands. E.L. Cord took control of Auburn in 1924 at the age of 30. He understood that Auburn couldn’t compete on price or production volume with giants like Ford and Chevrolet. Instead, he positioned Auburn as a premium brand offering style and performance at prices below traditional luxury marques. This strategy worked brilliantly. By 1929, Auburn was selling over 20,000 cars annually, a remarkable achievement for an independent manufacturer.

Cord assembled a talented design team led by stylist Count Alexis de Sakhnoffsky and later Gordon Buehrig. These designers created automobiles with long, low proportions and dramatic styling details that made Auburns instantly recognizable. The cars featured sweeping fenders, rakish windshields, and bold color combinations that stood out in an era when many automobiles looked remarkably similar. The engineering was equally progressive. Auburn embraced overhead valve engines, hydraulic brakes, and advanced suspension designs. Most importantly, Auburn pioneered the use of supercharging in reasonably priced American automobiles. The supercharged Auburns offered performance that rivaled cars costing twice as much, establishing a value proposition that attracted enthusiastic buyers.

Speedster 1928-1930

Auburn introduced its first Speedster in 1928, based on the Model 8-115 chassis. This two-seat roadster featured a boat-tail design with a rakish windshield and sporty proportions. Power came from a Lycoming straight-eight engine displacing 268.6 cubic inches and producing 115 HP. While not particularly quick by modern standards, the Speedster offered genuine sports car performance for its era, with top speeds approaching 100 MPH. The styling was dramatic for 1928, with wire wheels, and a steeply raked windshield that could fold flat for maximum speed runs. The boat-tail body tapered to a point at the rear, creating a streamlined appearance that suggested speed even at rest. The interior was spartan by luxury car standards but featured quality materials and good ergonomics. These early Speedsters established Auburn‘s reputation for offering exciting performance at accessible prices. While a Stutz or Duesenberg speedster might cost $5,000 to $15,000, the Auburn Speedster could be purchased for around $1,500. This made it attainable for successful professionals, doctors, lawyers, and businessmen who wanted sporting motoring without breaking the bank.

In 1932, Auburn introduced supercharging on selected models, including the Speedster. The supercharged 8-100A Speedster used a Schwitzer-Cummins centrifugal supercharger on the Lycoming straight-eight, boosting output to 160 HP. This represented a quantum leap in performance, transforming the Speedster from merely quick to genuinely fast. A dashboard plaque certified that the car had been tested at over 100 MPH before delivery, a bold marketing claim backed by actual performance. The 1932-1934 supercharged Speedsters proved popular despite Depression economics. Auburn marketed them aggressively, emphasizing the performance and value proposition. Magazine advertisements showed the Speedster in dramatic poses, promising buyers genuine sports car thrills at a fraction of the cost of European exotics or American marques like Deusenberg and Cord. The strategy worked, with the Speedster becoming Auburn‘s best-known and most desirable model.

851/852 Speedster

For the 1935 model year, Auburn introduced the 851 series, and with it came the most beautiful Speedster yet created. Gordon Buehrig, fresh from designing the revolutionary Cord 810, was tasked with updating the Auburn line. Working with extremely limited budgets and time constraints, Buehrig created what many consider the most beautiful American automobile of the 1930s. The 851 Speedster featured a dramatically styled body with flowing fenders that swept back from the grille in unbroken curves. The pontoon fenders were large and rounded, creating a powerful visual presence. The hood was long and low, punctuated by external exhaust pipes on supercharged models. The boat-tail rear deck tapered gracefully, with a fold-down luggage rack that could carry a spare tire or trunk.

Most distinctive was the dashboard, which featured an engine-turned metal panel with comprehensive instrumentation. A large speedometer was flanked by gauges for oil pressure, water temperature, fuel level, and amperage. The steering wheel was a large, thin-rimmed unit that provided good leverage for the unassisted steering. The seats were individual buckets upholstered in quality leather, and the interior featured extensive use of chrome and polished aluminum trim. The windshield was a single piece of curved glass that could fold forward for racing or high-speed touring. Side curtains provided weather protection when needed, though they were primitive compared to roll-up windows. This was a fair-weather car, designed for spirited motoring on sunny days rather than all-weather transportation.

The 851 Speedster‘s engine was a Lycoming-built straight-eight displacing 279.9 cubic inches (4,587 cc). The engine featured a 3.06-inch bore and 4.75-inch stroke, resulting in an undersquare configuration that favored torque over high-RPM power. The compression ratio was a modest 6.5:1, allowing the engine to run on the low-octane fuel available in the 1930s. In naturally aspirated form, the straight-eight produced 115 HP at 3,500 RPM. However, the Speedster‘s raison d’etre was the supercharged version. Another Schwitzer-Cummins centrifugal supercharger, driven by the crankshaft through gears, boosted output to 150 HP at 4,000 RPM. The supercharger operated at a maximum speed of approximately 20,000 RPM and provided about 5 PSI of boost pressure. The blown engine produced its power smoothly across the rev range, with no sudden surge as the supercharger spooled up. The centrifugal design meant boost increased progressively with engine speed, providing linear power delivery that made the car easy to drive quickly. Maximum torque was approximately 230 lb-ft at 3,000 RPM, giving the Speedster strong acceleration from low speeds. The engine breathed through a single Stromberg two-barrel carburetor mounted upstream of the supercharger. This pressurized carburetor setup was simpler than blow-through configurations but worked well at the modest boost pressures employed. A single ignition system with a conventional distributor provided spark, and the side-valve design was inherently reliable if not particularly efficient. Power flowed through a Columbia dual-ratio rear axle that allowed the driver to select between two final drive ratios. The standard ratio was 4.55:1, providing strong acceleration and relaxed highway cruising. A second ratio of 3.04:1 could be engaged for maximum speed runs, allowing the engine to pull longer gearing at the cost of reduced acceleration. This system was operated by a vacuum servo controlled by a dashboard-mounted switch.

The 851 Speedster rode on a 127-inch wheelbase, shared with Auburn‘s sedan models. The frame was a conventional ladder-type construction with X-member bracing for added rigidity. Front suspension employed a solid axle with semi-elliptic leaf springs and hydraulic lever-action shock absorbers. The rear suspension used a live axle, also on semi-elliptic springs with hydraulic shocks. This was conventional technology for the era, but Auburn‘s execution was excellent. The ride quality was firm but not harsh, providing good body control without punishing occupants. The suspension allowed some body roll in hard cornering but maintained good tire contact and predictable handling characteristics. Braking was provided by hydraulic drums at all four wheels, each measuring 12 inches in diameter. The brake drums were finned for better heat dissipation, and the hydraulic system provided good pedal feel and consistent performance.

By 1935 standards, the brakes were excellent, though they required careful modulation during aggressive driving. The Speedster weighed approximately 3,800 pounds, so stopping from high speeds demanded respect and planning. Steering used a Ross worm-and-sector mechanism requiring approximately four turns lock to lock. The steering was light at parking speeds but provided reasonable feedback at highway velocities. The large steering wheel gave good leverage, making the unassisted steering manageable even for smaller drivers. The steering ratio was slow by modern standards but typical for the era, but tracked straight and true on the highway. The Speedster rolled on wire wheels, either painted to match the body color or chrome-plated for extra glamour. Tire size was 7.00×16, providing a good combination of ride quality and handling. The wire wheels were knock-off type, secured by a central spinner nut, and featured Auburn‘s distinctive hub design.

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The supercharged 851 Speedster‘s performance was genuinely impressive for 1935. Contemporary road tests recorded 0-60 MPH times in the 12 to 13 second range, quick for the era though leisurely by modern standards. More impressive was the top speed, which exceeded 100 MPH with the high-ratio axle engaged. Auburn backed this up with a dashboard plaque certifying each Speedster had been tested at over 100 MPH before delivery. These certification runs were conducted at the nearby Indianapolis Motor Speedway, adding authentic racing credibility to the marketing claims. Ab Jenkins, the famous speed record holder, personally tested many of the Speedsters and signed the dashboard plaques. This connection to real performance testing distinguished Auburn from competitors making unsubstantiated claims. The driving experience was characterized by smoothness and refinement. The straight-eight engine was inherently balanced and ran with minimal vibration. The supercharger whine was audible under hard acceleration but not intrusive during normal driving. The external exhaust pipes produced a purposeful burble at idle that swelled to a rich roar at full throttle, announcing the car’s sporting intentions. Handling was competent within the limitations of 1930s technology. The solid front axle and leaf springs provided adequate control, and the long wheelbase contributed to stability at high speeds. Body roll was moderate in hard cornering, and the car exhibited mild understeer at the limit. Skilled drivers could provoke gentle oversteer with throttle or brake inputs, but the chassis was forgiving and progressive. The dual-ratio rear axle transformed the car’s character. In standard ratio, the Speedster was reasonably quick off the line and comfortable for around-town driving. Engage the high ratio, and the car became a genuine high-speed tourer capable of sustained 85-90 MPH cruising. The ability to switch between ratios without stopping gave the Speedster remarkable flexibility. Weather protection was minimal, as befitted a true roadster. The folding windshield and side curtains kept out some wind and rain, but the Speedster was not designed for foul weather motoring. Owners accepted this limitation as the price of sporting character. The car was meant for sunny weekend drives, not daily commuting in all conditions.

852 (1936)

For the 1936 model year, Auburn redesignated the Speedster as the 852, making only minor changes from the 851. The grille received subtle modifications, some interior trim details changed, and a few new color combinations became available. Mechanically, the 852 was virtually identical to the 851, with the same supercharged Lycoming straight-eight and dual-ratio rear axle. The naturally aspirated version continued to be offered, still producing 115 HP from the 279.9 cubic inch straight-eight. However, the supercharged Speedster remained the model that captured public imagination. With its external exhaust pipes, dramatic styling, and genuine 100 MPH performance, it represented everything exciting about American automobiles in the mid-1930s.

Prices remained remarkably accessible. The naturally aspirated 852 Speedster listed for $1,598, while the supercharged version commanded $2,245. For comparison, a Packard Super Eight convertible cost around $3,000, and a Cadillac V-16 roadster exceeded $5,000. The Auburn offered comparable style and superior performance at a fraction of the cost. Despite the compelling value proposition, sales were disappointing. The Great Depression continued to slow automobile sales across the industry, and Auburn was struggling financially. Total production of 851 and 852 Speedsters combined was approximately 500 cars, with the majority being supercharged models. This low production makes surviving Speedsters extremely rare and valuable today. The 1936 model year would be Auburn‘s last. The company ceased automobile production in October 1936, a victim of Depression economics and the financial troubles plaguing E.L. Cord’s entire business empire. The final Speedsters rolled off the Auburn, Indiana assembly line in late summer 1936, ending a remarkable chapter in American automotive history.

The Auburn Speedster competed in a unique market niche. At around $2,200 for the supercharged model, it was more expensive than mainstream offerings but far cheaper than traditional luxury sports cars. The closest domestic competitors were sporting models from Packard, Cadillac, and Lincoln, all of which cost significantly more. Packard‘s Super Eight convertible offered similar straight-eight refinement and prestige but cost $1,000 more and couldn’t match the Auburn‘s performance. Cadillac‘s V-8 convertibles were faster but cost nearly twice as much. Lincoln offered elegant styling but with sedentary performance that couldn’t compete with the supercharged Auburn. From Europe, sports cars like the Alfa Romeo 8C or SS Jaguar offered superior handling and equally dramatic styling, but they cost $4,000 to $8,000 when available in the United States. The Auburn provided 80 percent of the performance and style at 30 percent of the price, a compelling value proposition, but the Speedster‘s true competition came from used cars. For $2,200, a buyer could purchase a nearly-new Packard or Cadillac with warranty coverage and established dealer support. The Auburn was a riskier choice, purchased from a company whose financial stability was questionable. This uncertainty dampened sales even among enthusiasts who appreciated the car’s qualities.

Racing Speedsters

Auburn actively promoted the Speedster‘s performance capabilities through racing and record attempts. Ab Jenkins drove a supercharged 851 Speedster at Bonneville Salt Flats, setting numerous speed records for stock automobiles. These runs demonstrated that Auburn‘s 100 MPH certification was conservative, as the cars could exceed 110 MPH in proper conditions. Jenkins also campaigned Speedsters at Indianapolis Motor Speedway, running exhibition laps and conducting timed trials. His involvement lent credibility to Auburn‘s performance claims and generated valuable publicity. Photographs of Jenkins at speed in a Speedster appeared in magazines and Auburn promotional materials, reinforcing the car’s sporting image. Private owners occasionally campaigned Speedsters in amateur racing events and hill climbs. While not purpose-built race cars, the Speedsters’ combination of power and relatively light weight made them competitive in stock car classes. The supercharged models were particularly successful, often outrunning more expensive machinery. The performance reputation helped Auburn attract enthusiastic buyers who might otherwise have chosen European sports cars. The Speedster offered genuine sporting credentials at a fraction of the cost of imported machinery, making it appealing to doctors, lawyers, and businessmen who wanted performance without the exotic car price tag.

Replicas

The popularity of the Speedster has spawned numerous replicas. Starting in the 1960s, several companies offered fiberglass-bodied Speedster replicas built on Ford or Chevrolet chassis. These replicas vary dramatically in quality, from crude kit cars to sophisticated recreations. While replicas allow enthusiasts to experience Speedster styling at accessible prices, they lack the historical significance and investment potential of authentic examples.

The Auburn 851/852 Speedster achieved legendary status almost immediately after production ceased. Automotive enthusiasts recognized the design’s brilliance and the cars’ genuine performance capabilities. Throughout the 1940s and 1950s, Speedsters were prized by collectors who appreciated both the styling and the engineering. Today, the Auburn Speedster ranks among the most valuable American classics. Authentic supercharged 851 or 852 Speedsters in excellent condition command $300,000 to $500,000 at auction, with exceptional examples exceeding $1 million. The rarity contributes significantly to the value, as total production was only around 500 cars across both model years. Restoration is challenging due to the complex body construction and scarcity of original parts. The boat-tail body panels are particularly difficult to replicate correctly, and many restorations fall short of concours standards. Several suppliers specialize in Auburn parts, but many components must be custom-fabricated. A proper restoration can cost $200,000 to $400,000, limiting restoration to the most valuable examples.

The Auburn Cord Duesenberg Club serves as the primary registry and support organization for Speedster owners. The club maintains extensive documentation on surviving cars, provides technical support, and organizes events where owners can share their cars with enthusiasts. Annual meets draw dozens of Speedsters, creating spectacular displays of 1930s automotive art. The Speedster‘s influence on automotive design has been profound. The flowing fenders, long hood, and boat-tail configuration became templates for sporting automobiles. The combination of performance and value established a market segment that companies like Chevrolet would later exploit with the Corvette.

The Speedster proved that American companies could build genuine sports cars that competed with European machinery. The Auburn Speedster‘s story offers important lessons about automotive marketing and product positioning. Unlike the Cord 810/812, which failed due to reliability issues and rushed development, the Speedster was fundamentally sound mechanically. The Lycoming straight-eight was proven and reliable, the supercharger worked well, and the chassis provided good performance within the limitations of 1930s technology. The Speedster succeeded in creating desire, Gordon Buehrig’s styling was spectacular, and the performance was genuine. Auburn‘s marketing effectively communicated the value proposition, emphasizing that buyers could have exotic car styling and performance for half the price of traditional luxury sports cars. The dashboard plaques certifying 100 MPH speeds provided tangible proof of the performance claims. However, the Speedster failed commercially due to factors beyond Auburn‘s control.

The Great Depression devastated the market for discretionary purchases like sports cars. Even at $2,200, the Speedster was expensive for 1935, when the average annual income was around $1,500. The potential customer base was small and getting smaller as the Depression ground on and Auburn‘s financial instability also hurt sales. Potential buyers worried about parts availability and dealer support from a company that might not survive. These concerns proved well-founded when Auburn ceased production in 1936. Buyers choosing between an Auburn and a Packard or Cadillac reasonably concluded that the established luxury marques offered better long-term value despite higher initial costs.

The Auburn Speedster represents what might have been. In a stronger economy, with better financial backing, the Speedster had all the ingredients for success. The styling was stunning, the performance genuine, and the value proposition compelling. Gordon Buehrig created one of the most beautiful automobiles ever built, and Auburn‘s engineers backed it up with solid mechanical execution. The Speedster proved that American companies could compete with European sports car manufacturers on styling and performance while undercutting them on price. That Auburn couldn’t survive to build on this success remains one of automotive history’s great tragedies. Today, we remember the Speedster not as a failure but as a triumph of design and engineering. The 500 examples built in 1935 and 1936 represent the peak of American automotive ambition in the Depression era. They dared to offer excitement and beauty when times were hard, providing dreams on wheels for those fortunate enough to afford them. Nearly 90 years later, those dreams endure every time an Auburn Speedster appears at a car show or concours, its flowing lines and purposeful stance still capable of stirring souls and quickening pulses. Few automobiles have aged so gracefully or retained such power to inspire.

This is another one that hits close to home. Though I don’t have a connection to an actual Speedster owner, the 851/852 Speedster was my father’s favorite car. He grew up during the Depression and as the last 852s were being built he was coming of age and had the opportunity to see some for himself. It became an aspirational car for him, but the economics of the age and Auburn’s shaky financial footing kept the cars from further production. The closest he ever got was a die-cast metal model of a supercharged 852 that sat on a shelf in our various houses and apartments for many years. ✪

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