1931 Ruxton Model C Roadster

Est. 100hp, 269 cu. in. inline eight-cylinder engine, three-speed manual front wheel drive transaxle, deDion front suspension with leaf springs, live axle rear suspension with leaf springs and four-wheel hydraulic drum brakes. Wheelbase: 130"

The Ruxton was a thoughtful and innovative automobile, low and streamlined with a hood top that was barely higher than the fenders over its 19-inch front wheels. The roof of the sedans, designed by Budd's Joseph Ledwinka, were only 5 feet 3.5 inches high. Unfortunately, Ruxton's premature demise denied American automobile history a groundbreaking design that could have revolutionized the industry's technical direction.

During the twenties it was common practice for the industry's body building contractors like Budd and Briggs to create concept cars. Intended to promote the body builders with manufacturers, they demonstrated the companies' capabilities and suggested innovations that the manufacturers, with big investments in design and tooling, might not otherwise have given serious consideration.

The Ruxton was conceived by William J. Muller, a development engineer at Budd -- which would go on to pioneer all-steel body construction in a similar innovation -- to demonstrate the advantages and versatility of front wheel drive. Design began in 1926 and was completed late in 1928. The prototype was based on a proprietary chassis with a six-cylinder Studebaker engine and Warner gearbox. It is not known which, if any, manufacturers were shown the Budd prototype, but it is known that Budd brought this distinctive sedan to New York in early 1929 where its low profile (a good 10 inches lower than the sleekest of its contemporaries) created widespread interest. Its effect was not diminished by the stylish radiator emblem created for it by Budd -- an oval with a "?" symbol in its center.

New York in early 1929 was the promoter's dream. Money was everywhere. Speculation, manipulation and syndicates were the order of the day. Of course, the bubble was due to burst in later on that year. This demise was yet to come when Budd's front wheel drive prototype appeared in New York. The prototype was spotted by promoter Archie M. Andrews who was captivated by its appearance. Andrews quickly put together a syndicate, New Era Motors, Inc., to build it, hiring Muller to complete the design for production.

Andrews was in need of significant investment, however, and he hoped that naming his car after William V.C. Ruxton, an influential New York businessman, would persuade Ruxton to invest in New Era Motors. The Wall Street financier was uninterested and the proposition fell through, but the car's name stuck.

Ultimately, Muller's finalized design was even better than the Budd prototype and it was completed very quickly, by the beginning of August, only months after the April formation of New Era Motors. In this time Muller effected a complete repackaging of the drivetrain, incorporating a Continental 18S straight eight and moving the engine's mass forward for better weight distribution. This was accomplished by splitting the transmission, placing low and reverse in front of the differential, second and third behind it, and using worm drive instead of crown and pinion gearing. An I-beam solid axle joined the front wheels that used Spicer u-joints.

Compared with its only front wheel drive competitor, Cord's L-29 introduced in late 1929, the Ruxton was lower, lighter and better balanced. It had much lower unsprung weight, giving it better ride and handling. Despite the Ruxton's advantages, Cord had its own manufacturing plant and an established dealer/distribution network. Muller and Andrews had neither and needed to find someone to build their Ruxton.

Hupp Manufacturing blew off Andrews' advances. He turned to Gardner in St. Louis. They waffled, and eventually declined. Indianapolis-based Marmon was another candidate, but they responded, "not interested". Moon then seemed to be the Ruxton's likely builder but other struggling companies -- all beset now by the aftermath of the October 1929 Wall Street meltdown -- soon entered the picture. One of these was Kissel, a respected low volume builder of quality automobiles in Hartford, Wisconsin. Eventually Moon did build Ruxtons while manufacture of the Ruxton transaxles and a few complete cars was subcontracted to Kissel in Wisconsin.

Lack of distribution and financial manipulations in the wake of the Wall Street crash doomed Ruxton. It was by all reports well-engineered, built to a high standard with Muller's transaxle that avoided the shortcomings of the Cord L-29. Had the Ruxton design been adopted by a major manufacturer with an established dealer network it might have demonstrated its quality and performance with smashing success. That did not happen, however, and today few of these extraordinarily well-engineered and attractive automobiles survive.

Over the years Ruxtons began to diminish in numbers, and their relative anonymity within the large-scale production market did not help their cause either. While it is unknown exactly how many Ruxtons were ever assembled, many contemporary sources place total production somewhere in the neighborhood of 500 units. Devoted Ruxton enthusiast and longtime expert Jack Donlan asserts that various indicators, including chassis numbers, would place this number much lower. As such, a more realistic estimate of total production is about 100 units, from all combined factories.

Regardless of this debate, only a handful remain today. The survival of most Ruxton motor cars in existence is largely owed to Chicago collector and motoring enthusiast D. Cameron Peck, who accumulated as many Ruxtons as possible in the forties and fifties, saving the marque from the scrap metal drives of a war-torn American automobile industry.

This particular Ruxton is one of approximately six or seven Roadster examples known to exist. While it has remained under single-family ownership since 1953, the vast majority of its previous whereabouts were substantiated by the third owner, Thomas W. Thoburn, Jr. in a letter he wrote in August of that year, in response to an inquiry from the car's subsequent and most recent owner. Thoburn reported that his Ruxton's original owner was one Mr. Spiegel of the successful Chicago mail-order house. Spiegel reportedly altered the car slightly by having it repainted green and black from its original livery of gray with black fenders. The factory top was also replaced at this time with a top whose rear portion was slightly different.

The car was then reportedly owned by D. Cameron Peck, who of course also owned the famed "Alligator". Peck, however, only owned the car for about seven years and rarely drove it, if ever. Thereafter, the beautiful Ruxton went from Chicago to Kansas, where it was owned by Arthur Sparks of Wichita, who placed the car in storage for most of the short 2.5 years he owned it.

Thoburn ultimately bought the car in September 1951 with 14,000 reportedly actual miles, having recently been repainted 1950 Mercury canary yellow with black pin stripes. As for the car's condition, he described every element in his letter with remarkable detail and included a list of "Detailed Instructions and Miscellaneous" about the engine, wheels, brakes, tires, transmission, instrumentation, and much more. Every mechanical, cosmetic, and convenience feature was discussed along with any intricacies or problems he experienced. He reported the chrome as being in excellent condition and further referenced his research regarding the Continental engine (number 18S-131). After personally contacting Continental, he was informed that his engine was shipped from the factory in August or September 1929, one of the roughly 134 18S-series engines used on Ruxtons.

Although he reported the occasional mechanical problem, the front drive reportedly worked well and he only drove the car in fair weather for 3,700 miles, 1,800 of which included the trip home to Ohio and a subsequent trip to Pennsylvania.

It seems this initial correspondence proved successful, as the car was sold soon thereafter and driven home by its new owner; cross-country in the dead of winter. It has remained under the same family ownership ever since. Featured in a Retrospective article by John Lamm in the February 1974 issue of Motor Trend, the car was ultimately restored in 1990. Stripped down to bare metal, the exacting restoration was conducted by Clyde Wade of the Harrah's Collection, who simultaneously worked on another Ruxton -- a rare occurrence indeed. Finished in a very attractive two-tone blue with a silver pinstripe, the car was subsequently shown at Silverado in Napa Valley, where it received First Place honors before making a successful appearance at Pebble Beach.

Now showing approximately 75 miles since its restoration, the beautiful and ultra-rare Ruxton remains in superb, show-quality condition throughout and has remained in climate-controlled storage, under professional care for the last several years.

Above all, it is an exceedingly rare example of its breed. Peerless in its style and appearance and forward-thinking in its execution, its offering here marks a truly unique opportunity to acquire one of the most desirable Classic Car Club of America Full Classics in existence.