Graham-Paige
| Company type | Private |
|---|---|
| Industry | Automotive |
| Founded | 1927 |
| Founder | Joseph B. Graham, Robert C. Graham, Ray A. Graham |
| Defunct | 1947 |
| Fate | Automotive assets acquired by Kaiser-Frazer |
| Headquarters | Detroit, Michigan , United States |
Area served | United States, Canada |
Key people | Joseph B. Graham (president), Robert C. Graham (vice-president), Ray A. Graham (secretary-treasurer), Joseph W. Frazer (president postwar) |
| Products | Automobiles, trucks (prior to 1929) |
Graham-Paige was an American car manufacturer established in 1927 by siblings Joseph B. Graham (1882–1970), Robert C. Graham (1885–1967), and Ray A. Graham (1887–1932). Vehicle production ceased in 1940, and its automotive assets were acquired by Kaiser-Frazer in 1947. The Graham-Paige company name remained active until 1962.
Graham Brothers
Prior to launching Graham-Paige, the Graham siblings operated a glass manufacturing business, which they eventually sold to Libbey Owens Ford. In 1919, they began producing conversion kits to transform Ford Model T vehicles into trucks and modified Model TTs, which led to the establishment of the Graham Brothers truck brand. Initially equipped with various engines, they ultimately standardized on Dodge powerplants, marketing their trucks through Dodge dealerships.
Originating in Evansville, Indiana, the Grahams expanded production facilities to Detroit in 1922 and Stockton, California in 1925; meanwhile, the Canadian market was supplied via Dodge’s Canadian plant. Dodge purchased the Graham Brothers truck company in 1925 and appointed the Graham brothers to key executive positions within Dodge.
By 1927, their truck range included models from 1.5 to 2.5 tons as well as a 21-passenger bus. The 1928 lineup consisted of four four-cylinder models ranging from half-ton to one-and-a-half-ton capacities and a two-ton six-cylinder model powered by a modified Dodge Brothers Senior Six engine. The Graham Brothers brand continued until 1929 when Chrysler acquired Dodge in 1928.
Graham-Paige
In 1927, the Graham brothers entered automobile manufacturing by purchasing the Paige-Detroit Motor Car Company for $3.5 million. Joseph assumed the presidency, Robert served as vice-president, and Ray acted as secretary-treasurer. The company introduced Graham-Paige automobiles equipped with six- and eight-cylinder engines, quickly establishing a reputation for quality and robust sales driven by success in motorsport. Their logo depicted profiles of the three brothers.
By 1929, Graham-Paige had unveiled five new models (612, 615, 621, 827, 837), with the initial digit signifying cylinder count. Most bodies and engines were produced internally following their acquisition of the Wayne Body Company in Michigan; however, foundry work was contracted to Continental. While some vehicles employed Continental engines, the majority were designed in-house. After World War II, Continental manufactured an engine derivative originally developed by Graham-Paige that was used in Kaiser and Frazer automobiles.
Although initially weathering the Great Depression well, sales gradually declined. The notable 1932 models designed by Amos Northup featured the "Blue Streak" eight-cylinder engine alongside pioneering elements such as enclosed fenders and relocated radiator caps. Engineering innovations included a 'banjo' frame permitting a wider body and lower ride height—styling cues later adopted by other manufacturers.
In 1934, Graham introduced an internally driven supercharger designed by Assistant Chief Engineer Floyd F. Kishline for their top eight-cylinder models. This technology was extended to six-cylinder engines in 1936 after discontinuing eight-cylinder production. Up until Buick surpassed them decades later, Graham manufactured more supercharged cars than any other automaker.
By 1935, the "Blue Streak" design appeared outdated. An expensive redesign failed commercially, leading Graham to outsource car body production to REO Motor Car Company under a royalty agreement costing $7.50 per body. New engines incorporated full water jackets while front-end styling was refreshed for the 1936–37 model years.
Following Northup’s death during development, Graham’s engineering team completed the 1938 "Spirit of Motion" model featuring fluid fender lines and grille designs that won multiple European accolades including Paris's Concours d'Elegance. Despite critical praise, sales were weak; production estimates for these models range between approximately 6,000 and 13,000 units across three years. This limited volume contributed to Graham’s difficulties persisting through 1939 and 1940.
Joint venture
Confronted with product difficulties, Graham formed a partnership with the financially troubled Hupp Motor Co. toward the end of 1939. Hupp had obtained the body dies for the Cord 810/812, originally crafted by Gordon Buehrig, but lacked the capital to bring the vehicle into production. This collaboration produced the Hupp Skylark, which was priced at US$895, with roughly 300 units manufactured.
As part of the agreement, Graham took on the responsibility of producing the Hupmobile Skylark and secured rights to utilize the Cord dies for its own model named the Hollywood. Automotive designer John Tjaarda redesigned the front sections of both vehicles, adjusting them for rear-wheel drive configurations and altering the floorpan to accommodate a driveshaft. For broader consumer appeal, Graham selected a four-door Beverly sedan body style.
Both automobiles were powered by six-cylinder engines: the Skylark was equipped with a 245 cubic inch Hupp engine, while the Hollywood featured a 218 cubic inch Graham-Paige engine, with an optional supercharger available. Production of the Hollywood reached approximately 1,500 units. Despite promising initial demand, delays in manufacturing—aggravated by subcontracting body production to coachbuilder Hayes—resulted in numerous order cancellations.
Ultimately, sales figures for both models fell short compared to their predecessors. Production ended in September 1940 as Graham redirected its efforts toward military manufacturing during World War II. This joint venture was unable to halt Graham’s market decline or enhance its financial standing.
Postwar
Automobile manufacturing resumed in 1946 with the introduction of the 1947 Frazer, named after Joseph W. Frazer, the newly appointed president of Graham-Paige, in collaboration with Henry J. Kaiser. The company also diversified into agricultural machinery under the Rototiller brand. Although Graham-Paige announced intentions to restart production under its own name in 1945, these plans never came to fruition. On February 5, 1947, shareholders approved transferring all automotive assets to Kaiser-Frazer in exchange for 750,000 shares and additional considerations. Subsequently, Graham’s Warren Avenue plant was sold to Chrysler, which utilized it for DeSoto body and engine assembly and later for manufacturing Imperials between 1959 and 1961.
Post-automotive legacy
In 1952, Graham-Paige removed "Motors" from its corporate name and expanded into real estate ventures under the leadership of Irving Mitchell Felt. The company acquired significant assets such as Roosevelt Raceway and gained a controlling interest in Madison Square Garden in 1959. It rebranded as Madison Square Garden Corporation in 1962 before being absorbed by Gulf and Western Industries. Presently, Madison Square Garden operates within Madison Square Garden Entertainment.
See also
- List of defunct automobile manufacturers of the United States
- Graham-Paige 835, introduced at the New York Auto Show in January 1928
- Dodge Brothers Company
- Kaiser-Frazer
References
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External links
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