Stevens-Duryea
| Company type | Private |
|---|---|
| Industry | Automotive |
| Predecessor | Hampden Automobile & Launch Company |
| Founded | 1901 |
| Founder | J. Frank Duryea, J. Stevens Arms and Tool Company |
| Defunct | 1927 |
| Fate | Ceased automobile manufacturing; brand acquired and production resumed 1919–1927; ceased operations in 1927 |
| Headquarters | Chicopee Falls, Massachusetts , United States |
Area served | United States, United Kingdom (export) |
Key people | J. Frank Duryea (founder, engineer, VP), Irving H. Page (President, Treasurer), Walter H. Whiteside (President), Ray S. Deering (owner 1919) |
| Products | Veteran, Brass Era, and Vintage automobiles |
Stevens-Duryea was a U.S.-based automaker specializing in Veteran and Brass Era vehicles, headquartered in Chicopee Falls, Massachusetts. The company operated from 1901 until 1915 and later produced Vintage Cars between 1919 and 1927.
Established in 1901 by J. Frank Duryea together with the J. Stevens Arms and Tool Company, Stevens-Duryea manufactured automobiles derived from Duryea's engineering concepts. The firm initially offered a two-cylinder runabout but soon shifted focus to the luxury segment, introducing four-cylinder engines and becoming one of the pioneers in six-cylinder automobile production. Known for exceptional build quality, Stevens-Duryea voluntarily halted operations in 1915 due to economic difficulties. In 1919, a new company acquired the brand and engineering rights, resuming limited manufacturing until 1927.
Hampden Automobile & Launch Company
Following his departure from the Duryea Motor Wagon Company in 1898, J. Frank Duryea briefly joined the American Automobile Company but returned to Springfield, Massachusetts in 1900 because that firm prioritized stock promotion over manufacturing. There, he founded the Hampden Automobile & Launch Company alongside chief mechanic John S. Jones and draughtsman William M. Remington. This venture produced a single launch boat and three prototype automobiles before forming a partnership with J. Stevens Arms and Tool Company, which contributed production facilities and capital to increase output.
J. Stevens Arms and Tool Company
In August 1901, after acquiring the Victor Steam and Overman Wheel Company factory, Stevens Arms entered into an agreement to build automobiles under the Stevens-Duryea brand. Their first offering was a two-cylinder runabout delivering 5 horsepower, priced at $1,200 in 1901. Production expanded from 61 vehicles in 1902 to 483 by 1903. By 1904, the Model L featured a mid-engine water-cooled 7-hp powerplant paired with a four-speed transmission, retailing at $1,300. This model was also exported to the United Kingdom through Joseph Baker and Sons. Stevens-Duryea actively engaged in competitive motorsports and major exhibitions to boost brand visibility.
In 1905, the company entered the luxury car market with the Model R, a four-cylinder touring automobile producing 20 horsepower and priced at $2,500. Developed by Frank Duryea himself, it introduced technological advancements such as a multi-plate clutch and integrated engine-transmission assembly supported on three points—innovations that became standard in future models.
Stevens-Duryea Company
By 1906, their product range included a runabout priced at $2,400 and a limousine costing $3,300. Automobile sales had begun to surpass revenue from arms manufacturing, prompting J. Stevens Arms and Tool to spin off Stevens-Duryea as an independent company capitalized at $300,000—two-thirds owned by J. Stevens Arms and one-third by J. Frank Duryea. Irving H. Page assumed roles as President and Treasurer while Duryea served as Vice-President and Engineer.
The Model S Big Six made its debut in 1906 featuring a large-displacement six-cylinder engine of 9.6 liters, seating for seven passengers, and an aluminum body priced at $5,000. This placed Stevens-Duryea among early American producers of six-cylinder luxury cars alongside competitors like Franklin, strengthening its position in the upscale market segment.
In 1907, the more affordable Model U (Little Six), offering a six-cylinder engine rated at 30/35 horsepower for $3,500, was introduced and remained popular until replaced by the Model AA in 1910. The Model X and Model XXX, four-cylinder runabouts launched in 1909 starting at $2,750, complemented the lineup. By 1910, the flagship Model Y 6-40 succeeded the Model S with increased power output of 54.1 horsepower.
Founder Frank Duryea withdrew from daily management duties in 1909 due to health concerns; Will Remington took over as chief engineer while Duryea continued as a consultant. Leadership changes saw Walter H. Whiteside become President in 1911 with I.H. Page serving as Chairman.
In 1913, Stevens-Duryea consolidated production around the Model C-Six, offered on two different wheelbases with a 44.6-hp engine priced between $4,500 and $5,950 for upscale versions such as the seven-passenger Berline sedan. Although output declined from approximately 1,500 units in 1912 to around 1,000 in 1913, profitability improved thanks to operational efficiencies.
The final new model was the Model D, introduced in 1915 featuring an eight-cylinder engine producing 80 horsepower (472 cubic inches). Nevertheless, despite solid financial results, Stevens-Duryea announced cessation of automobile manufacturing in January 1915; limited working capital combined with unstable market conditions influenced this decision. Majority shareholder Frank Duryea rejected investment proposals that required producing lower-cost vehicles or relocating production away from Chicopee to preserve quality standards.
By May of that year, most facilities belonging to Stevens Arms and Stevens-Duryea were sold to New England Westinghouse Company. A section of the plant was retained for supplying parts to support an estimated fleet of roughly 14,000 vehicles produced during the company's existence.
Stevens-Duryea, Inc.
In July 1919, Ray S. Deering, engineer Thomas L. Cowles, along with former staff members, purchased the Stevens-Duryea manufacturing facility, brand name, and goodwill from Frank Duryea for $100,000. This acquisition led to the formation of Stevens-Duryea, Incorporated and the initiation of a new factory construction. Manufacturing recommenced in 1920 with the Model D renamed as the Model E, which was offered at prices ranging from $8,000 for touring cars to $9,500 for limousines. Despite significant marketing efforts, recruitment of prominent engineers, and upgraded production facilities, output remained modest. By 1922, the company faced receivership; although assets were valued around $2 million, over $4.8 million in stock had been sold. Approximately 152 vehicles were sold before entering receivership.
In 1923, Ray Owen of Owen Magnetic acquired the company's debts and established Stevens-Duryea Motors, Inc., relocating production to Owen’s Rauch and Lang factory. The newly introduced Model G, closely resembling the Model E, saw sales of only 28 units in 1924. Manufacturing continued on a made-to-order basis until operations ceased in 1927.
Model overview
| Year | Model | Cylinder | Power (hp) | Wheelbase (in/cm) | Body Styles |
|---|---|---|---|---|---|
| 1901-1903 | 5 HP | 2 | 5 | 69/175 | Runabout with 2 or 4 seats |
| 1904-1906 | Model L | 2 | 7 | 69/175 | Runabout available as 2- or 4-seater |
| 1905-1909 | Model R | 4 | 20 | 90/229 | 5-seat touring car and limousine |
| 1906-1909 | Model S Big Six | 6 | 50 | 122/310 | 7-seat touring car |
| 1907-1909 | Model U Little Six | 6 | 30/35 | 114/290 | 5-seat touring car and sedan options |
| 1909-1912 | Model X | 4 | 36.1 | 124/315 | 5-seat touring car, 7-seat sedan, roadster, fore-door touring car |
| 1909-1910 | Model XXX | 4 | 24/36.1 | 109/277 | 3-seat runabout and 4-seat baby tonneau |
| 1909-1912 | Model Y | 6 | 40/54.1 | 142/363 | 7-seat touring car, fore-door touring car, sedan |
| 1910-1912 | Model AA | 6 | 43/43.8 | 128/325 | (Various touring and sedan body styles) |
| 1913-1914 | Model C Six | 6 | '44.6/44.8' | '131/333;138/351' | (Assorted touring cars and limousines) |
| 1915 | Model D Six | 6 | 46 | 131/333 | 7-seat sedan, touring car, roadster |
| 1915 | Model DD Six | 6 | 47.2 | 138/351 | 7-seat touring cars and sedans |
| 1920-1923 | Model E | 6 | 80 | 138/351 | Various touring cars, sedans, convertibles |
| 1924-1927 | Model G | 6 | 80 | 138/351 | Multiple touring cars, sedans, roadsters, convertibles |
Production
From 1901 through 1927, Stevens-Duryea manufactured over 14,000 passenger vehicles, demonstrating consistent production capability throughout its operational years. Peak annual production occurred between 1907 and 1912 with popular models including the 5 HP, Model L, Model R as well as later offerings like the Model E and Model G.
| Year | Number Produced | Model(s) |
|---|---|---|
| 1901 | 5 HP | |
| 1902 | 61 | 5 HP |
| 1903 | 483 | 5 HP |
| 1904 | 600 | Model L |
| 1905 | 600 | Model L; Model R |
| 1906 | 739 | Model L; Model R |
| 1907 | 1,000 | Model R |
| 1908 | 1,500 | |
| 1909 | 1,500 | Model R |
| 1910 | 1,500 | |
| 1911 | 1,500 | |
| 1912 | 1,500 | |
| 1913 | 1,000 | |
| 1914 | 1,000 | |
| 1915 | 573 | |
| 1920 | 204 | Model E |
| 1921 | 136 | Model E |
| 1922 | 63 | Model E |
| 1923 | 66 | Model E |
| 1924 | 28 | Model G |
| 1925 | 16 | Model G |
| 1926 | 8 | Model G |
| 1927 | 1 | Model G |
Total vehicles produced: 14,078 units.
See also
- Alesbury, an Irish car equipped with a Stevens-Duryea powertrain.