Here's an installment of my weekly newspaper column on this very subject of American sports cars. It originally ran many months ago.
Racecar builders and refrigerator mogul beat the General to the sports car market
This week Chevrolet delivers its newest Corvette. Now in its sixth generation, Corvette is undoubtedly America’s best-known sports car.
GM’s huge marketing blitz has spawned tons of press materials, previews and scuttlebutt. At least once per week for the last year, I’ve been asked my opinion of the new car. As a car nut and Corvette owner, my standard response has been “what’s not to like about a $50,000 400hp sports car?”
Actually, there’s one thing about the whole 2005 Corvette launch that doesn’t sit too well with me. Many of the press releases, product marketing materials and media previews identify Corvette as “America’s first sports car.”
While adjectives like “best” and “most popular” are infinitely debatable, “first” is as black and white as piano keys. Plain and simple: Corvette was not America’s first sports car.
For the record, the first Corvette rolled off the line on June 30, 1953. At $3,734.55, there were 300 1953 Polo White with Red interior and Black top units sold, although in actuality the cars were really “placed.” GM’s ensured all ’53 Corvettes went to famous sportsmen, actors, politicians and high-profile businessmen to ensure a desirable image.
The plan backfired when many buyers accused the Corvette of being more of a poseur’s boulevard cruiser than a real sports car. One such person was famous racer Briggs Cunningham, who sold his 1953 Corvette just days after delivery – citing that the 150hp Corvette was too slow, and handling was too soft and sloppy to be considered a true sports car.
An ultra-wealthy racer, Briggs Cunningham had been building his American-based Cunningham production racing and sports cars since 1951 to compete in international events like LeMans. Cunningham’s C3 production car beat the Corvette to the market by several months, although at three times the price, they were hardly fighting for the same buyers.
The 2+2 coupe and short-wheelbase roadster bodies were styled by Michelotti and built by Vignale. Cars were assembled at Cunningham’s Palm Beach, FL factory, which included shoehorning in a Chrysler-sourced 220hp Hemi V8. Losing money on each car, Cunningham ceased production after just 19 coupes and 9 roadsters were sold in five years.
Frank Kurtis also produced racing cars before production road cars. Kurtis’ midget racers dominated circle track racing, as did his roadsters at Indianapolis. (Kurtis cars won successive Indy races from 1950-1955.)
In 1949 Kurtis delivered his first true production sports car, the Kurtis Sports. The aluminum-bodied two-seater convertible rode on a 100-inch wheelbase (two inches shorter than a ’53 Corvette’s,) and was a featherweight at 2300 pounds. Power initially came from a supercharged Studebaker inline-six producing 105hp, but Ford and Cadillac flathead V8s also were fitted. Only 34 cars were produced before Kurtis sold the production rights to notorious entrepreneur Earl “Madman” Muntz, who quickly killed the car’s sporting character by adding sixteen inches of wheelbase, two rear seats and nearly 1000 pounds.
Kurtis was beaten to market by refrigerator and radio tycoon Powell Crosley, Jr., who started delivering Crosley Hotshots early in 1949. Builder of tiny economy cars since 1939, Crosley was an unlikely source for America’s first post-war sports car.
Hotshot’s specifications don’t seem sporting. Just 137-inches long, and with a 85-inch wheelbase, the car seemed right out of Gulliver’s Travels. 26.5 gross horsepower was delivered from a microscopic 44ci four-cylinder engine.
Stop laughing, because this $850, 1300-pound, bug-eyed roadster with no doors was capable of 85mph with no modifications and exhibited running back-like lateral reflexes. Braking was also outstanding, as the Hotshot was America’s first production car to utilize disc brakes.
In 1951, a Hot Shot even won Sebring’s coveted Index of Performance, which helped to make the Hotshot a favorite among amateur racers. Nearly 2500 Hot Shots and Super Sports (which were simply Hotshots with doors,) were delivered before Powell Crosley, Jr. sold his conglomerate in 1952, at which time the new owners ceased auto production.
Finally, let’s not forget the 1910 Mercer Raceabout, which beat Stutz's Bearcat by four years to be America's first sports car. With two bucket seats, minimalist body on a 108-inch wheelbase, and 70 mph top speed from a 58hp T-head 4-cylinder, C.G. Roebling gave America its first lightweight, nimble sporting vehicle. After winning the Indianapolis 500 in 1912, Raceabouts ruled road, rally and circle track racing. They are coveted collectors items today.
Like others, I dream of a C6 in my garage. But as long as I’m fantasizing, I’ll throw in a ’53 Corvette, ’53 Cunningham C3, ’49 Kurtis Sports, ’49 Hotshot and ’10 Mercer Raceabout!
Sam Barer writes for Olympia-based Apex Features Syndicate. Submit questions or cars for profiles to soundclassics@apexstrategy.com[/i]
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