Introduction to the 1933-1935
Pierce Silver Arrow
The Great Depression had cast a long, deep shadow over America by 1933.
Those who attempted to shake off the gloom by attending the World's Fair
in Chicago saw three very special autos, not the least of which was a
Pierce-Arrow; however, the 1933 Pierce Silver Arrow would soon be
The 1930s may be hard for many to comprehend now, but the facts are
there for all time. By 1933, America was a nation looking for work.
Unemployment ran one in four nationally and was much higher in cities.
Banks were shut against depositors unable to get at their own savings.
Former millionaires were begging for low-wage jobs.
There was no government-sponsored work relief, let alone medical- or
family-aid programs. The record seems to indicate that Franklin Delano
Roosevelt probably did not save the republic for capitalism, but those
who remember the Threadbare Thirties can be excused for thinking he did.
Whatever the success or failure of his programs, FDR imparted something
else that was, in the end, more important: hope. Still, it took a new
world war to end "hard times" for good.
The automobile industry reflected the national misery. From a healthy
4.5 million cars in 1929, annual production slid to barely a million in
Ford, which had once built 1.8 million cars in a year, settled for
335,000 in 1933. Among smaller manufacturers, bankruptcies, mergers, and
desperation tactics were legion. The Great Depression was especially
hard on luxury makes, whose market almost disappeared.
Peerless and Marmon, two of America's grandest marques, built beautiful
Sixteens that nobody wanted, and both companies were gone by 1933. Even
their stronger competitors had trouble. It wasn't simply that former
Cadillac, Packard, and Lincoln customers could no longer afford those
cars -- many had marshalled their money and insulated themselves from
the slump -- but that those who could simply preferred not to be seen in
For a couple of years after the Wall Street Crash, the nation acted
stunned, for it had never seen anything like this before and its leaders
seemed powerless to cope.
Slowly, however, the country's spirit revived, and though the economy
only got worse into 1933, institutions public and private began putting
on a brave face, fearing nothing but fear itself, projecting dreams of a
bright new future just around the corner.
Roosevelt signed the Federal Emergency Relief Act and an alphabet soup
of other "New Deal" programs, Hollywood produced 550 films (one of the
few entertainments people could still afford), Robert Byrd began his
second South Pole exploration, Sir Malcolm Campbell broke the land speed
record at over 270 mph, the New York Giants beat the Washington Senators
four games to one in the World Series, and Chicago proclaimed a "Century
of Progress" at its World's Fair Exposition on the shores of Lake
Auto manufacturers looked upon all this with their traditional
enthusiasm, trying to comprehend how they might turn disaster into
Luxury-car makers dealt with the situation in various ways. Cadillac,
though sheltered under the large General Motors umbrella, cut back hard
on production, but Lincoln output tapered almost to a halt, then was
restored by the streamlined, medium-priced Zephyr starting in 1935.
Packard, still proudly independent, sought salvation with its slightly
lower-priced 1932 Light Eight, failed, then planned a still-cheaper
volume product that emerged in 1935 as the company-saving One Twenty.
All three of these leading luxury makes brought out specials and show
cars for the round of 1933 automobile shows, culminating with the
Chicago fair. Their onetime archrival, the still highly respected
Pierce-Arrow Motor Company, followed suit with its own stunning
The Pierce-Arrow Motor Company Story
The Pierce-Arrow Motor Company and Packard were the last two great
Though each make had its own distinctive appearance -- fender-mounted
frogeye headlamps and lovely Tireur d'Arc radiator mascot for Pierce --
their engineering was remarkably similar.
In the 1920s, however, Packard was more successful, reflecting the
inherent advantage of its Detroit location and a more progressive
management team than possessed by Buffalo, New York-based Pierce.
By 1929, Packard's sales lead was insurmountable, although Pierces of
the early 1930s showed the company could still build great automobiles.
In engineering, styling, quality, refinement, and prestige, Pierce-Arrow
and Packard marked the summit of American Classic-car achievement. They
acknowledged few peers and no superiors.
By the time the Depression bit, Pierce-Arrow seemed to have found its
own corporate shelter, having been acquired in 1928 by Studebaker.
Pierce had been seeking a guardian angel for several years, and
Studebaker's accountant-turned-president, Albert Erskine, wanted a
prestige nameplate for the empire he hoped to build.
Pierce continued as an independent entity in Buffalo under its own
general manager, Arthur J. Chanter, though Erskine took over as
president and Studebaker engineers designed Pierce's 1929 Eight.
Toward the end of the 1920s, Pierce, whose sales had initially picked up
under Studebaker's aegis, joined an industry trend toward multi-cylinder
engines. Chief engineer Karl M. Wise designed a new sidevalve V-12
comparable to Packard's and announced at the same time, 1932.
That turned out to be precisely the wrong time, as both companies soon
learned, but nobody could know it when the projects were begun. Indeed,
Pierce's fortunes didn't immediately plummet after the Wall Street
Sales picked up after Studebaker's takeover to reach a record 9,700 in
1929. The 1930 total was down to 6,795, but that was still the
second-best performance in Pierce history.
Wise's V-12 was initially offered in two sizes, 398 and 429 cubic
inches, but the smaller version was dropped after 1932 because it didn't
perform any better than the Pierce straight-eight.
To keep up in the horsepower race, a 462-cubic inches version was added
for 1933, packing 175 horsepower (versus 160 for that year's 429 and 135
for the eight).
Test driver Ab Jenkins took one to the Bonneville Salt Flats in
September 1932, basically a standard car that had already seen 33,000
miles, and piled up nearly 3,000 miles over 24 hours at a 112.9 mph
Fenders, windshield, and road equipment were then reinstalled and the
car was immediately driven the 2,000 miles back to Buffalo.
The superiority of the Pierce Twelve lay in its essential simplicity and
smoothness. Classic-car historian Maurice D. Hendry compared it
favorably with the legendary Model J Duesenberg eight: "When we consider
Duesenberg's double overhead camshafts, supercharger, general racing car
design, plus the mechanical clatter and greater attention required by
same, the Pierce shows up very favorably. It is doubtful whether an
unblown Duesenberg would have improved on the Pierce 24-hour time."
Pierce claimed other innovations in these years. The 1932 line
introduced eight-point engine-mount bushings for ultra-smooth running, a
stronger frame virtually impervious to twisting or bending, and standard
"fingertip-adjustable" shock absorbers, all in a wide range of body
styles of conservatively tasteful, Classic-era design.
Skirted fenders further improved appearance for 1933, when an automatic
choke, hydraulic valve lifters, and standard power brakes arrived.
By the autumn of 1932, when the Silver Arrow project began, the
Depression was still worsening and both Pierce and Studebaker were deep
Erskine's company had continued to pay dividends out of capital
reserves, even while sales were dwindling, which forced Studebaker into
receivership in 1933. Erskine resigned in despair, then committed
suicide soon afterwards.
Pierce-Arrow, meanwhile, lost $3 million on sales of only $8 million in
1932, when volume plunged to 2,692 units. Like Studebaker, Pierce had
underestimated the Depression's severity.
The dynamic Roy Faulkner, former president of Auburn, took over as sales
vice president that fall. No sooner had he arrived in Buffalo than he
received a call from a young stylist named Phil Wright, who proposed a
Pierce supercar. "Why not?" we can imagine Faulkner asking himself.
"Nothing else has worked. This might."
Phil Wright was still in his twenties, but he packed distinguished
experience with two coachbuilders, Union City and Murphy, and with a
major manufacturer, General Motors.
Wright's Silver Arrow concept originated from his time with GM's
original Art & Colour Section styling department during one of the many
exercises in "futuristic design" held by A&C's founder, Harley Earl.
Among Phil's contemporaries were Gordon Buehrig, whose future concept
was the famous Cord 810, and John Tjaarda, who evolved his ideas into
the Lincoln-Zephyr. After being laid off due to Depression budget cuts,
Wright took his ideas to Pierce-Arrow with Mr. Earl's approval.
Working at home, Wright created a 1/8-scale clay model and delivered it
along with his conceptual drawings to Faulkner. Enthusiastic, Faulkner
endorsed the proposal with Studebaker management in South Bend, which
agreed to handle development work. "Although both companies were at rock
bottom, Studebaker had more design and construction talent," Wright
Wright's shape was nothing less than revolutionary. Citing it as an
automotive styling landmark for Road & Track in 1955, the late designer,
instructor, and critic, Strother MacMinn, wrote that the Silver Arrow
was "considered by almost everyone to have been ahead of its time ...
[the] first in this country with slab-sided styling [although] it
suffered with compromises (such as a high frame) like many pioneers."
Compromises did indeed occur. James R. Hughes, Studebaker's chief body
engineer, who handled the development, made one drastic change
immediately, selecting the 139-inch Pierce-Arrow chassis instead of the
147-inch wheelbase on which Wright had based his clay model, and
requisitioning a group of these chassis from Buffalo.
"This meant relocating the rear seat over the rear axle and raising the
roofline," Wright commented, though it probably gave the car better
proportions, with a more close-coupled look.
Out back, Hughes threw in some ideas of his own, incorporated from a
rejected design for a fastback 1933 Commander created by Studebaker
stylist J. Herbert Newport: an inset backlight and tapering, pointed
rear fenders. The Silver Arrow was thus one of the first cars where the
rear had as much styling importance as the front.
Designing the 1933 Pierce Silver Arrow
Designing the 1933 Pierce Silver Arrow was not an easy task because like
so many other dream cars, the Silver Arrow had an impossibly short
deadline; the New York Automobile Show of January 1933.
Get one car done by January 1, Hughes was told, and worry about the rest
later. Ultimately, Pierce built five 1933 Silver Arrows.
Paul J. Auman, late of Fisher Body but then superintendent of
Studebaker's body prototype department, wrote about the job 30 years
ago: "Working with us were about 30 men and helpers, all skilled
craftsmen with years of experience. Not only were they good, but they
were fast. The work went on around the clock. By the last week in
October, the full-size body draft was completed. Work on pine models for
parts had already begun [which were] then translated into hardwood
hammer forms upon which all steel body parts were made. The largest
panel, the roof, was hand-hammered out over a maple form. All steel
panels were welded together."
Aside from the traditional archer mascot and fender-headlamps, the
Silver Arrow resembled no other Pierce. "Even the headlamps were a
combination of tradition and innovation, being mounted high, their line
flowing up and back past the doors and sweeping down to the tail."
Because the baggage compartment was small and the front fenders long,
the latter housed the twin spare wheels in special lockers, opened by
remote controls in the dash.
Aerodynamics was in its infancy then, but the engineers knew enough to
hide the horns under the hood, set the parking lights into the headlamp
and tail lamp shells, and apply flush-fitting rear fender skirts. Even
the door handles were recessed pull types, not unlike those on today's
MacMinn thought the fenders and frame a bit high, but they dictated a
floor set well below the frame side members, something Hudson would dub
"Step-down Design" 15 years later.
A vee'd windshield led to a smooth, sharp roofline, which ended with a
notched, slit-like rear window that almost seemed an afterthought and
certainly obstructed visibility.
Paul Aumun added: "The side windows were framed in a metal molding which
flowed from the outer edge of the windshield back along the entire
length of the car, passing on either side of the trunk lid down to
bumper level. This served both to stiffen the panels and to facilitate
the separation of the two-tone paint treatment. The cars were originally
painted a two-tone tan, the darker shade being above the beltline."
In overhead view, the Silver Arrow bears a certain resemblance to
another ahead-of-its-time car, the famous Tucker "48." But Preston
Tucker's dream was hopelessly impractical and forbiddingly expensive to
build. The Silver Arrow was not, what with its conventional chassis and
a production powerplant, albeit an exotic one.
Being a Pierce-Arrow, it was luxuriously trimmed inside, with
diamond-pattern broadcloth set off by leather over heavy-wear surfaces
and hand-finished curly maple. The rear compartment contained an
auxiliary speedometer, a clock, a rear radio speaker, and Pierce's
traditional fixed center armrest.
Essential gauges were centered in the dash in typical early-1930s
Evidence suggests that the 1933 Silver Arrow was as fast as its swoopy
looks implied. Although curb weight was no less than 5,700 pounds, the
factory claimed a top speed of 115 mph, and no one has suggested this
was much of an exaggeration.
But with a price tag of $10,000 -- as much as three or four suburban
bungalows in 1930 -- the Silver Arrow would clearly serve dealerships
only as inspiration. It was Pierce-Arrow's contribution to the
nationwide preoccupation with better times a-coming.
1933-1934 Pierce Silver Arrow
An improved design for the 1933-1934 Pierce Silver Arrow was the next
objective for James Hughes and his team, after they made their short
deadline for the1933 model.
The first Silver Arrow was a sensation in New York. According to Auman,
the second car went to Buffalo on the 12th, while number three was
shipped to Chicago on the 26th for the upcoming "Century of Progress"
fair. Cars four and five reached Buffalo in February.
Number three was later rescued from a Cicero, Illinois, junkyard by the
late well-known collector Henry Austin Clark, Jr. He used to say that
he'd found bullet holes in the trunk and so presumed the car was owned
for a time by the Capone mob. Besides that car, at least two other
It was an age of supercars and super dreams, so we should not pause long
over the logic of building a car that cost the price of three houses in
Other companies did the same: Cadillac with its aerodynamic special for
Chicago, Packard's famous close-coupled Dietrich sedan, the fair's "Car
of the Dome."
But as Maurice Hendry considered a quarter-century ago, "the only design
among all these that would have stood a chance as a concept in the
postwar decade would be the Silver Arrow."
Evidence suggests the Silver Arrow did boost Pierce's morale and,
briefly, prospects. Twelve-cylinder sales rose 200 percent in January
1933, 130 percent in February, and were 55 percent better through
October versus the year-earlier period.
Then came strikes at tool-and-die makers, and a lack of cars cost
300-400 sales in November and December. Studebaker made up the losses
before going bankrupt in early 1933.
Pierce-Arrow was ordered sold, and by August it was independent again,
reorganized under a group of businessmen and bankers to break even at
3,000 cars a year. Unfortunately, 1933 sales fell short of that mark by
a third (2,152).
Nevertheless, the 1934 Pierces were thoroughly improved, offering
adjustable rear seats, draft-free ventwing windows, and updated styling
announced by more rakishly tilted radiators. As before, the two V-12
series, the 1240 Salon and 1248 Custom, were almost made-to-order cars.
The 840 Eight was more humble, and April introduced a pair of even
cheaper 836A models with a modest 136-inch wheelbase, a 366-cubic inch
engine (versus the regular 385 eight), and prices as low as $2,195.
Other 1934 Pierces ranged from $2,795 to $4,495.
Among them was a fastback two-door style that was called Silver Arrow
but looked nothing like the showstopping 1933 four-door. Available as an
Eight or Salon Twelve on a 144-inch wheelbase, it has been denigrated by
some as a loss of the pure, original concept -- but that has gone on
since the first dream car was created.
In fact, Pierce styling for 1934 to 1935 was beautifully evolved and
streamlined, benefitting from the Silver Arrow experience. Anyone who
owns a "production" Silver Arrow has one of the Classic era's most
Alas, good styling, V-12 luxury, superb craftsmanship, and a patrician
image were not enough to stop declining sales by the time the 1934-1935
Pierce Silver Arrow models were produced.
By mid-1934, former general manager Chanter, who'd been brought back by
the new management, found sales slipping and money running out with a
Seeking funds from the Buffalo community and New York banks, he managed
to raise about $1 million, but Pierce was still forced to sell its
retail sales branches.
After just 1,740 registrations in 1934, the company was reorganized and
began again in May 1935, only to end that year with just 875 orders.
Somehow, Pierce managed more than 30 improvements for its 1936 line,
which lacked a Silver Arrow but boasted more power, the industry's first
vacuum-assisted brakes, standard overdrive with automatic freewheeling,
and fresh styling.
Despite all that, sales declined to 787 amid increasing rumors of
mergers, new stock issues, and yet another reorganization. When the
little-changed 1937s managed a paltry 166 sales, money sources dried up
completely, and Pierce declared bankruptcy for the final time in
December 1937, a mere two months after announcing its 1938 models (of
which an estimated 17 were built).
In the end, the original Silver Arrow could not reverse its maker's
fortunes any more than the Avanti could singlehandedly save Studebaker
30 years later.
Yet it was rightly billed as "The car of 1940 -- in 1933," and it's
fascinating to think about how it might have evolved had Pierce survived
or found a corporate savior, as Lincoln had much earlier.
The Packard Clipper (styled 1939, announced 1941) still looked up to
date after World War II. Would not a 1941 Silver Arrow, designed along
the same enlightened concepts of Phil Wright and James Hughes, have
stood an equal chance? Almost certainly history might have been
Engine: V-12 462-cubic inches
packing 175 horsepower.
Top speed: 115 mph
Curb weight: 5,100 pounds
Cost in 1933: $10,000 (double of a
standard Pierce-Arrow) equivalent to 3-4 suburbs houses.
5 build, only 3 exists today.
11.December 2015: A 1933
Pierce-Arrow Silver Arrow sold for a fee-inclusive price of $3.74