During the nascent years of the American automobile industry, a fascinating phenomenon known as auto eccentricity often blurred the distinction between brilliant foresight and utter impracticality. This dynamic era was characterized by an explosion of inventive spirit, where the drive to innovate sometimes led to designs that challenged conventional understanding and pushed the boundaries of what was considered rational.
This thin line, separating the truly progressive from the outright peculiar, manifested itself on thousands of occasions as automotive pioneers experimented with revolutionary concepts. From ingenious features that foreshadowed modern amenities to designs that bordered on the absurd, the early twentieth century was a melting pot of mechanical marvels and magnificent blunders, all contributing to the rich tapestry of American automotive history and defining what we now consider true auto eccentricity.
Early Visions and Peculiar Designs
The dawn of the automobile era was a period of unbridled creativity, where engineers and entrepreneurs freely experimented with form and function. Some innovations were genuinely visionary, such as the optional swing-away, electrically heated steering wheel available on the 1917 McFarlan, a feature far ahead of its time that prioritized driver comfort and convenience. This was a clear example of progressive thinking that aimed to enhance the user experience.
However, the line between ingenuity and eccentricity often became incredibly fine. A prime example of outright peculiarity can be seen in the creations of Milton O. Reeves. His astonishing eight-wheeled Octoauto, with an incredible 180-inch wheelbase, and the six-wheeled Sextoauto, were attempts to improve ride quality and tire longevity through sheer mechanical multiplication. While certainly attention-grabbing, their practical benefits remained debatable, firmly placing them on the eccentric side of the spectrum.
Straddling this curious divide were vehicles like those from Benjamin Briscoe of the Jackson, Michigan-based Briscoe Motor Corporation. His 1914 models featured a singular Cyclops headlight mounted directly in the center of the upper radiator shell, a unique aesthetic choice that broke from conventional dual-headlight designs. Adding to their unconventional nature were body panels crafted from laminated paper-mâché, an experimental material choice for the time. Even more audacious was the 1916 model’s promotion: “Buy the Four. Use it for a month. If then you decide you want the Eight, simply pay the difference and a small installation fee,” offering a novel, albeit complex, upgrade path for consumers.
The Rise and Fall of Friction Drive Technology
Often, what appears as auto eccentricity through a modern lens was, in its day, considered cutting-edge innovation. The 1907 Lambert, for instance, pioneered a friction drive transmission, a system that predated modern continuously variable transmissions (CVTs). William Lambert’s experimental models, dating back to 1891, showcased a diverse range of configurations, with engines mounted in the rear, front, or middle, powering either two or four wheels across various three- and four-wheel models, all utilizing this intriguing transmission concept.
Byron Carter further refined Lambert’s friction transmission, leading to the celebrated Cartercar. This vehicle garnered rave reviews from the automotive press, despite many manufacturers initially dismissing Carter’s ideas. Heralded as
