Persistence - the Rudolph Wehr story
The Oxford dictionary defines persistence as “the continuance
in a course of action in spite of difficulty.” Throughout the long history of American
automobile racing, few men have personified persistence as did Rudolph K. B.
Wehr, who brought unique cars to the Indianapolis Motor Speedway six times during
the 18-year period between 1922 and 1940, yet of all the cars that Wehr
designed and built, none never ever qualified for the 500-mile race.
Born in Hungary around 1882, Rudolph Wehr
attended the University of Budapest before he immigrated to the United States
and took a job as a mechanic and chauffeur for J. W. O’Bannon, a wealthy New
York bookbinder. A chauffeur's job was dangerous in those early days of
automobile travel. Late one night in early August 1910 as Wehr drove his
employer and R.L. Gilmore, a real estate investor home to Manhattan from
Westchester County they stopped for what appeared to be a pair of stranded
motorists but soon revealed themselves to be armed robbers. The New York Times
newspaper reported that the robbers relieved the Good Samaritans of a total of
$55 ($1,375 today) before they fled into the night.
While still employed by O’Bannon, Wehr began to experiment
in his free time with rotary valves. Wehr eventually started the Wehr Motor
Company in a shop on New York City’s Upper West Side and built his first
working prototype of a rotary valve engine during 1916.
Most automobile engines use spring loaded poppet style
valves; in the nineteen twenties there was development of the production “sleeve
valve” engine, but Wehr seems to be one of the few men who ever attempted to
develop a rotary valve racing engine. A
rotary valve works by the rotation of a plug with passages inside a cylinder that
regulates the flow of liquid or gas.
Typically used in brass musical instruments, a rotary valve can also be
used as a metering device to regulate the flow of a product.
On June 1 1918, Wehr raced his “Wehr Special” which was
described by the New York Sun newspaper as “a car of his own make” in a
non-championship AAA-sanctioned 100-mile race promoted by William Wellman. The
race held on the great 2-mile Sheepshead Bay board track in Brooklyn New York
once the site of a failed thoroughbred track was for the Harkness Auto Handicap
Trophy, named in honor of the track’s principal investor, Standard Oil heir Harry
Harkness. The race was originally been scheduled for Decoration Day, Thursday
May 30, but had to be postponed twice due to misty conditions that created a wet
track surface. The sport’s top cars and drivers of the day were on hand for this
race which was held during the time that the Indianapolis 500-mile race was suspended
due to the Great War.
Ralph DePalma's 1918 Packard at Sheepshead Bay
Photo from the Bain Collection in the Library of Congress Collection. Photographer unknown
Reports in Motor Age and Automotive Industries
magazines explained that as a handicap event the cars started the race based on
the lineup established by starter and handicapper Fred J. Wagner. The fastest
car, as determined by Wagner, started last or “scratch” and then chased down
and passed the earlier starters. The
New York Tribune newspaper stated that “henceforth handicap racing will
prevail in the automotive realm, as the virtual unknown having hypothetically
at least as much chance for victory as the world’s champion.”
Rudolph Wehr and his car started first, followed by Percy
Ford’s unidentified machine one minute later, and then so on through the
fifteen starters that included Ira Vail’s Hudson, Tommy Milton and Eddie Hearne
in Duesenbergs, and Barney Oldfield in the formerly enclosed cockpit Miller-built
‘Golden Submarine.’ The pattern continued until Wagner released the two fastest
cars, Ralph DePalma’s cream-colored #4 Packard powered by a 12-cylinder
299-cubic inch aircraft engine, five minutes behind Wehr, and Louis Chevrolet’s
#3 Frontenac that started “scratch,” six minutes after Wehr.
Ralph DePalma won the Harkness Auto Handicap race with the
mighty Packard, and finished the 100-mile distance in 58 minutes and 21 seconds
at an average speed of 102.8 miles per hour (MPH), just ten seconds ahead of
Tommy Milton, with Oldfield third in the ‘Golden Submarine.’ Louis Chevrolet
lost his chance for victory when he was forced to make three pit stops and
finished a distant seventh. The published results of the race list Wehr in last
place without details or explanation.
Rudolph, who was not yet a United States citizen and
technically still a subject of the King of Hungary, applied for his first
United States patent to protect his idea for the use rotary valves with
internal combustion engines in June 1917, and in July 1918 he was issued patent
#1273433. On May 2 1919 now a United
States citizen, Rudolph submitted for a patent his idea of a combined rotary intake
and exhaust valve cylinder head for an internal combustion engine and received
patent #1347978 on June 27 1920.
Wehr's 1922 patent application drawing
for a single valve
The first try- the
1922 Indianapolis ‘500’
On May 21 1922, the New York Times newspaper reported
that three men, Rudolph Wehr, Joseph H. Lehman and L.P. Come had entered a
“mystery car in the big sweepstakes” to be held on Memorial Day in
Indianapolis. During the interview in their “little office in a grimy shop or
the upper west side they somewhat reluctantly disclosed some of the details.”
Wehr explained his years of study on the use of rotary valves in an automobile engine,
which he claimed was 25% lighter in weight, with 100 fewer parts, that resulted
in increased efficiency and less fuel consumption.
Wehr’s partner Lehmann, who was an electrical equipment
manufacturer, had invented an alternating electric current ignition system
which meant according to Lehman “higher speed, a twin spark working from a
single break” and the elimination of the pitting of the spark point. The shadowy Mr. Come, said to be managing
their affairs, stated that the car was due to be shipped to Indianapolis the
next day.
The three men refused to discuss the speed of the car beyond
stating that it had been tested on “lonely roads about New York ….at over 110
miles per hour.” The Times article
closed by simply stating that “Frank E. Davidson will be the pilot,” although
AAA records also list Wehr as the driver. Davidson was later identified in subsequent
press reports as “an engineer” “famed dirt track racer,” and at times the owner
of the machine.
The #28 “D’Wehr Special” was a curiosity as it was the only
car entered in the Indianapolis race that took advantage of the new for 1922
AAA (American Automobile Association) racing rules. The New York Times
article stated that the 120-cubic inch engine’s cylinders had a “bore of 2-5/16
inches with a stroke of 4 ¾ inches,” which through calculation means Wehr built
it as a six-cylinder engine.
Since 1920, AAA rules had allowed entries with an engine
that displaced from 123 cubic inches up to 183 cubic inches a minimum car
weight of 1650 pounds less gas oil or ballast.
New AAA 122-cubic inch
single-seat rules were set to go into effect for the 1923 ‘500,’ but in the
meantime, the 1922 AAA rules package contained “weight breaks” for cars whose
engines displaced less than two liters (122 cubic inches).
A 1922 Indianapolis entry with an engine of less than 122
cubic inches but more than 1-1/2 liters (91.5 cubic inches) was allowed a minimum
weight of 1400 pounds, while a car equipped with an engine that displaced less
than 91.5 cubic inches would be allowed to weight as little as 1200 pounds, but
for the 1922 Indianapolis ‘500,’ no such small engine cars were entered; the
D’Wehr featured the smallest engine among the 1922 Indianapolis entries.
Frank Davidson in the single-seat D'Wehr Specail
photo courtesy of the Indianapolis Motor Speedway Collection
IUPUI University Library Center for Digital Studies
With an engine that only displaced 122 cubic inches the
“D’Wehr Special” was also allowed to compete without a “mechanician” (riding mechanic).
Frank Davidson rode alone with a rear view mirror, which harkened back to Ray
Harroun and the 1911 Marmon ‘Wasp.’ With
the new AAA rules package, the riding mechanic required since 1912, would
become optional with the 1923 running Indianapolis ‘500’ and remain an option
until 1930 when the “mechanician” again became mandatory.
Fifteen years later, a May 16 1937 Indianapolis Star article
related what allegedly happened after the “D’Wehr Special” arrived at the Indianapolis
Motor Speedway on May 22, 1922. “When they took it out on the track, it simply
would not go fast enough. Wehr was almost in despair when Ralph DePalma, then
at his peak, driving for the Duesenberg team, happened along and volunteered a
solution. "When I go out to qualify," he told Wehr, "have your
driver get on the track at the same time, get in my 'tow' and you'll get in
with me."
According to the 1937 Star article, “Davidson
followed these instructions, and DePalma roared down the straightaway at more
than one hundred miles an hour. So did
the rotary valve racer, but only for a brief stretch. The pace was more than
the engine could stand, and it threw rods all over the track.” Reportedly
Wehr’s reaction was “I’ll be back,” an utterance that predated Arnold
Schwarzenegger’s film statement by more than 60 years. Davidson and the “D’Wehr Special” was one of
only two cars on the grounds that failed to qualify for the 27-car 1922
starting field.
A basic problem for rotary valves come from the pressures in the cylinder of
an internal combustion engine are high, due to both the compression stroke and
the explosion of the fuel-air mixture. This produces large forces on the valve
system, but with the poppet valve system those forces simply push the valve
tighter against its seat, and have no effect at all on the valve-actuating
mechanism.
Rudolph Wehr did not return to the Speedway with another
rotary valve entry until 1931, and in the meantime he had moved his base of
operations to the Los Angeles area and had five more patents to his name.
During his lifetime, Rudolph Wehr obtained ten United States patents, all
related to rotary valves, with the last issued in 1945.
The 1931 Indianapolis
‘500’
For his 1931 Indianapolis 500 ‘entry’, Wehr built a 170-cubic
inch displacement engine that was apparently based on the block of a Miller 122-cubic
inch engine fitted with a rotary valve head in a revamped Miller 122 chassis widened
to accommodate a two-man cockpit. Wehr’s
driver was none other than Raffaele “Ralph” DePalma, whom news reports called
“the grand old Roman of the auto racing world,” and the 1915 Indianapolis ‘500’
winner in a four-cylinder Mercedes. DePalma had raced at the Speedway before
the bricks were set, but his racing career had gone into steep decline after
the 1923 Packard Motor Car Company fiasco. Ralph now 48 years old, had last raced
in the ‘International 500-mile Sweepstakes’ in 1925.
In a bizarre decision, DePalma and the team drove the “Wehr-Miller
Special” to Speedway Indiana from the West Coast as part of a caravan that
arrived in Indianapolis on Sunday May 24, as reported in the following day’s Indianapolis
Star. There were five people and two cars reported in the DePalma party.
Riding with Ralph in the racing car was Ralph Powers, while following in a
touring car, also fitted with a Wehr rotary valve head engine, was Rudolph Wehr,
accompanied by Harvey Heller, the pattern maker for the Wehr Motor Company, and
Frank J. Fabian, described as an “old time racing mechanic,” who had worked
with Fred Duesenberg and Ira Vail during their golden racing years.
In order to generate interest in his moribund career and
probably generate some much needed cash DePalma contributed a story about a
1917 Providence Rhode Island race with
“his oldest and greatest rival” Barney
Oldfield to the Western Newspaper Union’s (WNU) nationwide syndicated sports column
series entitled My Greatest Thrill in Sport. Other WNU columns in the
series featured stories by such sports luminaries as football coach John W.
Heisman, swimmer Johnny Weissmuller, and boxers Jack Dempsey and “Gentleman
Jim” Corbett. Unfortunately, DePalma’s
column appeared nationwide on May 22, while DePalma was still enroute to the
Speedway.
The Star reported “Wind-blown and sun-burned, Ralph
DePalma, racing hero of a million Americans for a score of years, got into the
speedway grounds as dusk was falling Sunday evening. He had driven his Miller-Wehr
racing car from Los Angeles to Indianapolis since last Tuesday” (May 19). The Star
reporter wrote that DePalma’s “golf hose were once gray, but were now spattered
with dust and grease. His gray slip-on sweater looked like it might have belonged
to a longshoreman, it was that bedraggled.”
The unidentified Star reporter colorfully noted that
DePalma’s “gray hair, now thinning on the sides to leave a fairway down the
middle, was brushed or blown back from his forehead. His hands were
grease-grimed and his face, forehead and hands were the color of an aborigine.”
And the ‘Wehr-Miller Special’ was described as “a companion piece to its
master, for it too was greasy and muddy. One does not amble from the west coast
to Indianapolis without leaving some travel stains on master and servant ....”
The article continued “No sooner had he parked his car in
the the alley of the long line of garages than he called for some fresh spark
plugs and with a wrench himself went to work at making the change from old ones
to new. DePalma then had all the appearance, in fact, of a racing driver, but
it was tough seeing DePalma wheeling a racing car into the grounds instead of
rolling in aboard a Packard. It was like seeing a scion of a noble line getting
back to bedrock from whence started his family.”
This must have been a trying personal period for Ralph
DePalma, as sixteen years after his “500’ victory, DePalma was reportedly nearly
broke. His wife, Clara, had been granted a divorce in Los Angeles Superior
Court after nearly 22 years of marriage on April 2 on grounds of desertion and Ralph
agreed to pay her $25 a week in alimony (nearly $400 in 2016). DePalma later
filed for personal bankruptcy in a Los Angeles courtroom in August 1931 and
cited $10,000 in assets, mostly real estate, and over $50,000 in
liabilities.
The May 25, 1931 Indianapolis Star article closed by
stating “Anyhow, DePalma is now here with his racing car, which is one of his
own. It Is Miller-built, fitted with the Wehr rotary valve type of head. Ralph
says that he breezed it up to as high as 100 miles an hour (MPH) during his
trip east. DePalma is expected to give his car a trial Monday and if things go well,
he will attempt qualification either late Monday or more possibly Tuesday.”
In 1931, the Speedway scheduled three weeks of practice
sessions before time trials commenced for five consecutive days beginning on
May 23, so Wehr and DePalma had cut their schedule close by arriving on the
evening of May 24, after nineteen cars were already qualified for the starting
field. It was reported on Tuesday morning that “the journey was too much for it
(referring to the Wehr entry), and the engine needed much readjustment before
it could even attempt to qualify.”
On Wednesday May 27 the ‘Wehr-Miller Special’ did not show
sufficient speed in practice, as the 1930 requirement was a 90 MPH minimum
speed average for four laps. DePalma nonetheless got in line to attempt a time
trial but the American Automobile Association (AAA) race stewards ruled that
DePalma could not complete his attempt to "crowd.” or bump. his way into
the 40-car starting field as the ‘Wehr-Miller Special’ was not in motion when
the sun set which officially ended qualifications. This sad end with the Wehr
entry marked Ralph DePalma’s final appearance as a driver at the Indianapolis
Motor Speedway.
1932 Legion Ascot
Speedway
In May 1932, Wehr who lived with his wife Theresa in a
five-unit apartment building at 318 West 84th Place in Los Angeles, and Frank
Fabian bought a Miller AAA ‘big car’ chassis which according to Michael
Ferner’s research was originally built in 1930. As the #40 ‘Billy Arnold
Special’ it was driven by Ernest “Ernie” Triplett in late 1930 and throughout the
1931 season during which Triplett won his first AAA Pacific Coast championship.
Photo of the Jack Buxton, Frank Fabian, and the Rotary Valve Special
photo appeared in John Lucero's Legion Ascot Speedway
The ‘big car’ came to Wehr and Fabian without an engine, which
was not a problem as Wehr still had the Wehr-Miller hybrid engine that now
displaced 183 cubic inches. The #29 car,
dubbed the “Rotary Valve Special” was driven early in in the 1932 season at
Legion Ascot and other AA Pacific Coast events by Jack Buxton and later in the
year by former Legion Ascot ‘Class B’ driver Bill Hart, neither with great
success and after the end of the season the rolling car was sold to Clarence
Tarbot who installed a Cragar engine.
Buxton, a Canadian by birth who lived in Los Angeles, was
the 1928 National Auto Racing Association (NARA) (frequently listed in error as
the AAA Southwest) champion also well known for his detailed pencil sketches of
fellow Legion Ascot drivers and visitors, which appeared in the race programs
and in issues of the Coast Auto Racing newspaper. Buxton died on May 13
1935 in the Palmdale California hospital following a passenger car roll-over accident
near the village of Little Rock in northern Los Angeles County.
We will continue with the second and final chapter of the
story of Rudolph Wehr’s dogged persistence with the application of rotary valves
on racing engines in a few days.
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