Stevens-Duryea Company
The model line grew in 1906, adding a $2,400 runabout and a $3,300 limousine.[1] Stevens-Duryea automobile income was now larger than arms production income and J. Stevens Arms and Tool agreed to set-up a new company. Capitalized at $300,000, 3,000 shares were split 2/3 to J. Stevens Arms and Tool and 1/3 to J. Frank Duryea. Irving H. Page of Stevens Arms became President and Treasurer and Frank Duryea, Vice-President and Engineer.[8][9]
For 1906 the new Model S Big Six was introduced with a huge 9.6 liter six-cylinder motor, seven-seat tulipwood and aluminum body, weighing 2,900-lbs (1315-kg) and priced at $5,000, .[10] Introduced at the January 1906 New York Motor Show, it along with Franklin, was one of two six-cylinder American cars shown. National and Frayer-Miller also introduced six-cylinder cars in 1906.[11][12] Dating their six-cylinder car from 1905 when it was tested, Stevens-Duryea would advertise their cars as the Pioneer Builder of American Sixes.[1]
In 1907, the company dropped the Model L and added the Model U,[13] a six-cylinder (Little Six) of 30/35-hp and priced more competitively at $3,500,. The Model U became very popular selling into 1910 when it was replaced with the Model AA (Light Six). The Model R was offered until a new four-cylinder, the 1909 Model X and Model XXX runabout was introduced. The model X was rated at 24-hp with prices starting at $2,750.[10]
By 1910, a Model Y 6-40 six-cylinder vehicle replaced the Model S as the largest car. Horsepower ratings changed and the reported horsepower became 54.1. The Model Y formed the basis of Machinery's Reference Guide No. 60 Construction and Manufacture of Automobiles. Remarks in the publication emphasize how the company reached this configuration in the preceding six years.[14][15]
In 1909 Frank Duryea at the age of 40, on doctor's advice, retired from daily work with Stevens-Duryea due to 20 years over-work and job related stress.[2] Will Remington became chief engineer with Frank Duryea consulting. In July 1911, Walter H. Whiteside, formerly of Allis-Chalmers was elected President and I. H. Page became Chairman of the Board.[16]
In 1913, Stevens-Duryea introduced the Model C-Six on two wheelbases and standardized on a one model policy. The C-Six engine was rated at 44.6-hp and was priced at $4,500 as a touring car, ranging up to $5,950 as a 7 passenger Berline. Production dropped from 1,500 cars in 1912 to 1,000 in 1913, but was more profitable for the company.[2] The company advertising were extolling Nearly a Quarter-Century of Leadership.[1][2]
The 1915 Model D was the company's last new design, an 80-hp (60 kW) 472ci (7740cc) six-cylinder.[1] In January 1915 it was announced that Stevens-Duryea would stop making cars. Although financially strong, working cash was short and the uncertain financial market were sited as reasons.[17] J. Frank Duryea was now the majority shareholder and turned down financial investments that were conditional on adding a lower priced line of cars. He did not feel Chicopee was a good location for volume production and was not interested in lowering his manufacturing standards.[2] In May 1915 the majority of Stevens Arms and Stevens-Duryea plants was sold to New England Westinghouse Company.[17] One building portion of the plant was retained to supply and make parts for the estimated 14,000 Stevens-Duryeas built.[17]
