Vehicle Description
As the roads of the world become increasingly populated with
gasoline-electric hybrids, plug-ins, and fully electric vehicles,
it poses an opportunity to pause and look back through the pages of
automotive history, where we discover some of what we consider
cutting-edge technology today is mirrored in the past. The period
of the late 19th and early 20th centuries was a time of
unencumbered creativity that gave rise to the motoring industry.
The early days of motoring were rife with experimentation as
automobiles rapidly evolved from the simplest modified motorized
carriages into sophisticated, sometimes needlessly complicated
machines. Virtually every aspect of automobile design was open to
interpretation, and primitive forms of today's familiar tech made
the occasional appearance as manufacturers sorted out the best way
to build and market the automobile. One of the more creative and
unusual solutions came from an electrical engineer and former
employee of Thomas Edison named Justus B. Entz. As early as the
late 1800s, Entz began experimenting with a unique electric
transmission system that could, in theory, provide infinitely
variable ratios without a direct connection between the engine and
rear axle. The Entz Electric Drive Transmission replaced the
engine's flywheel with a set of field windings, which acted as a
generator to power an electric traction motor attached to the rear
axle via a driveshaft, similar in principle to a modern
diesel-electric locomotive. There was no direct connection between
the gasoline engine and the drive wheels, and the system provided
powerful electrical braking, which also had a regenerative feature
that charged the vehicle's electrical system- the ancestor of the
MGU-K in a modern F1 car! Entz's first demonstration ended in
disaster when the powerful electrical arc from the transmission
ignited the engine's fuel supply and burned the whole prototype to
the ground. But he saw promise in the system and persisted with
refining it over several years. He later built a more successful
prototype on an Austro Daimler provided by his primary financial
backer, Mr. Roy Rainey. That car became the very first Entz
automobile, which debuted at the New York Auto Show in 1914. Entz
and his invention previously caught the attention of Raymond and
Ralph Owen, who began working on adapting the system for production
as early as 1912. By 1915, the Owens had taken over Entz's project
and partnered with Baker Electric to produce the cars commercially
as the Owen Magnetic. After the first 250 cars, production shifted
from New York to Cleveland, where Rausch & Lang Electric joined
forces with Baker in supporting the Owen brothers. By this time,
interest in electric cars was waning, and they saw their
involvement in the Owen Magnetic as a bid to stay competitive.
R&L produced the coachwork in their existing body shop, while
Baker Electric built the Owen Magnetic chassis and engine, and
Raymond Owen directed sales. Billed as "The car of a Thousand
Speeds," the Owen Magnetic struggled to find buyers. For a car with
such advanced technology, it is not surprising that it was quite
costly, becoming one of America's most expensive cars by 1918,
costing a substantial $6,500. It was also heavy and difficult to
service by the average mechanic. By 1919, Baker R & L ended their
involvement in the project, and Raymond Owen moved production to
Wilkes Barre, Pennsylvania, where a few more cars trickled out.
Despite a promising order for 500 vehicles to be sold in England
under the Crown Magnetic name, that deal fell through due to lack
of funding, relegating the Owen Magnetic and Justus Entz's
unconventional yet fascinating electric transmission to the history
books in 1920. Once part of the world-famous Nethercutt collection,
this 1917 Owen Magnetic M-25 Touring is one of only a handful of
known survivors from this unusual and innovative marque. This
example wears an older cosmetic restoration, presented in pale
yellow over black fenders and chassis. The 5-passenger touring body
is attractive and well built, with pleasing details such as brass
headlamp rings, and a distinctive V-shaped radiator. Despite the
remarkable engineering that sits below the skin, the M-25 tourer is
a relatively understated car, with a handsome yet conventional
appearance. There is a moderate patina in the finish, and while it
is consistent and generally sound, there are noticeable
imperfections due to the age of the paintwork. The wooden spoke
artillery wheels are in good condition, wearing period-style
Non-Skid tires. The black upholstery presents in a similar
condition to the rest of the cosmetics. While the restoration is
now considerably aged, it is generally well-preserved and in sound
order, benefitting from regular care during its time as a display
piece. Interior panels and flooring are also tidy, and the folding
black vinyl top is excellent. The dash features a variety of period
instruments, and from the driver's seat, you experience the unique
control arrangement of the Owen Magnetic. A single foot pedal
controls engine speed, while the large lever on the steering wheel
controls electrical output via a series of detents. There are no
gears to mesh, no rev-matching, and no heavy clutch pedal. Reverse
gear is operated via a lever to the driver's left, and a second
lever operates the supplementary mechanical brake. It is a
marvelously clever arrangement that combines the best of the
simplistic early electrics, with the versatility and range of an
internal combustion vehicle. This car features a 303 cubic inch
Continental six-cylinder engine, fed by a single Zenith Stromberg
carburetor. The engine starts and runs, though due to a period of
disuse, it will need additional attention to return to the road. As
a feat of engineering, the Owen Magnetic is genuinely astonishing
and a machine that is well ahead of its time. This well-preserved
example would make a superb display piece while also making a
suitable candidate for restoration. With our attention turning to
alternative fuel vehicles, the Owen Magnetic offers a fascinating
look back at the technology of yesterday, where we remember that
even the best ideas of today may not necessarily be new ones.
Offers welcome and trades considered