In the days when Bugattis crossed France and 4½ Litre Bentleys tore through the British countryside, the American equivalent was the Auburn Speedster.
The 1935–36 Speedsters were designed by the legendary Gordon Buehrig. Audacious by the standards of their time, they featured curvaceous bodywork with a straight hood line shooting back from the radiator to a V-shaped windshield, down between pontoon fenders, over gently sloping doors, and descending in a graceful taper to the rear bumper. It was this distinctive rear design, elegantly outlined by chrome and striping, which gave the Speedster its everlasting nickname, “the boattail.”
Underneath, the Speedster shared the same exciting mechanicals as other supercharged Auburn models. The glistening chrome side exhaust heralded the presence of a Schwitzer-Cummins blower, which boosted the horsepower of the Auburn straight-8 to 150 from a normally aspirated reading of 115. The 150 horsepower was sent to a Columbia dual-ratio rear axle — standard equipment on the supercharged models — which provided two ratios for each gear, one low and one high. The ratios could be changed as often as desired while at very low speeds or at a stop by moving the switch in the center of the steering wheel. This provided the supercharged Auburn with much greater flexibility, making it a true driver’s car, ideal for both purring through crowded cities and roaring down country lanes.
The Speedster offered here has a known ownership history back to the prolific “Greatest Name in Classic Cars,” Tom Barrett of Arizona, believed to have been its owner during the 1970s. It was subsequently owned in the late 1980s and early 1990s by Jerry J. Moore of Houston, TX, probably the most active American collector, with one of the most vast and comprehensive stables, famously with a focus on Auburn, Cord and Duesenberg. Mr. Moore exchanged the car with the Blackhawk Collection in 1995 and it was then sold to Tony Aragola of Port Washington, NY. In early 1999 it was acquired by longtime collector and enthusiast Chuck Spielman of California, then by 2003 had been purchased by Frank Giglioni of Alameda, CA.
Acquired by the present owner in 2021, in his ownership the car has been certified by the Auburn Cord Duesenberg Club as a Category 1 original example, recording it with the present engine, a correct replacement unit from later in the production run. It presents in very nice condition throughout, with its restoration still very attractive. Further, according to the consignor, it has been extremely well-sorted — both cosmetically and mechanically, including resealing the engine — to use and enjoy.
(Introductory description courtesy of RM Sotheby’s.)
SCM Analysis
Detailing
| Vehicle: | 1935 Auburn 851 Supercharged Speedster |
| Years Produced: | 1935–36 |
| Number Produced: | Approximately 150 (supercharged) |
| SCM Valuation: | $750,000–$1,000,000 |
| Chassis Number Location: | Right frame rail |
| Engine Number Location: | Bellhousing |
| Club Info: | Auburn Cord Duesenberg Club, Antique Automobile Club of America, Classic Car Club of America |
| Website: | http://www.acd.org |
| Alternatives: | 1936–39 Bentley 4¼ Litre 1936–37 Cord 810/812 1934–39 Alfa Romeo 2500 6C |
| Investment Grade: | B |
This car, Lot 359, sold for $781,000, including buyer’s premium, at RM Sotheby’s Hershey, PA, auction, on October 10, 2024.
Introduced in Auburn’s waning years, in the midst of the Great Depression, the Auburn 851/852 Speedster was the third iteration of this dashing 2-seater. With apologies to Cord, it was arguably the most rakish American sporting car of its era. Auburn Speedsters set speed records, attracted showroom traffic and were pegged as the brand’s halo car.
Missing was the powerful 160-hp, top-of-the-line V12 from the preceding second-series Speedsters. Its replacement was a 280-ci, Lycoming-built Model GG flathead straight-8 topped with a Schwitzer-Cummins centrifugal supercharger, running at six times the crankshaft speed. This setup developed 150 hp at 4,000 rpm, delivering a top speed of 102 mph. Proud of the blower, Auburn adorned the Speedster with big “Super-Charged” badges affixed to the hood sides.
Each car sported a dash plaque signed by famed endurance racer Ab Jenkins, attesting to its speed capability (even though only a few of the cars were tested). Four flashy external exhaust pipes, intended to keep underhood temperatures down, told the world that there was something special under that long hood. The Auburn’s low, sinister-looking convertible top anticipated the Porsche Speedster by decades.
An early overdrive
At $2,245 new, the Speedster cost significantly less than a Cord “Sportsman” cabriolet. It’s reliably estimated that Auburn lost as much as $300 per car. Each Speedster was equipped with a Columbia “Dual Ratio” 2-speed rear end, which inserted an epicyclic geartrain between the axle and the crown wheel. There were six forward speeds available, but most drivers just used this feature in third gear, as an overdrive, reducing operating rpm by about 28%.
The Dual Ratio axle was actuated with a lever on the steering wheel. At 25–40 mph, the car could be shifted into overdrive, but this was not a quick and easy process. The driver stepped on the clutch, moved the lever, paused a few seconds to hear the rear end respond with a low “thunk,” and then accelerated. Downshifting simply reversed the process.
The design was similar to the Columbia 2-speed option for Fords, Mercurys and Lincolns of that period, except that the Ford’s planetary unit was housed in the right rear axle assembly and the stock center unit was retained. On the Auburn, the 2-speed mechanism was housed in the differential case. Both 2-speed rear ends were made by the same supplier.
Boulevardier or sports car?
While it’s tempting to compare the Auburn with Bugattis and Bentleys, as in the catalog, that’s a stretch. American cars of the 1930s were simply not real sports cars. The Bugatti Type 57 of this period was much more agile and significantly more expensive. Its sophisticated 3.3-liter dual-overhead-cam straight-8 developed 135 hp, or you could opt for more power with the supercharged Type 57C. The classic 4½ Litre, W.O. Bentley-engineered, Le Mans-winning tourers were out of production by 1935. Rolls-Royce had assumed ownership of Bentley in 1931, and it offered 3 Litre and 4¼ Litre versions of an all-new Bentley model referred to as “The Silent Sports Car.”
Compared with the Auburn’s 150-hp, the Bentley’s overhead-valve straight-6 developed 125 hp. Its chassis had independent wishbones, with coil springs in front and a live rear axle out back. The more-plebeian Auburn made do with straight axles, laced with semi-elliptic springs, front and rear. According to Duesenberg restorer Randy Ema, the slinky Auburn Speedster “is a road car, and you can cruise all day at 75 to 80 mph.” In contrast, the Derby Bentley’s bodywork, supplied from myriad custom coachbuilders, was more formal. Fast touring, with sporty upshifting and downshifting for corners, is the Bentey’s forte. Tuned versions were raced and rallied with notable success.
The price is right
The Auburn sold here was an older restoration with known provenance, passed down through respected collectors. It was presented in a desirable color, and it brought a solid price. Recently restored, 95-point examples can fetch seven figures. Although production totals as high as 500 have been quoted, the true number is fewer than 150 units, making the 851/852 Speedster a rare bird indeed.
In recent years, Speedsters have risen in respect and value. They’re entertaining to drive, even if they’re not pure sports cars. And they really turn heads. While the new owner won’t have a concours winner, they can drive the wheels off this Speedster with insouciance. The selling price was right on the money, a realistic win for both seller and the buyer. ♦
