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67-553: Georg Christian Carl Henschel founded the factory in 1810 at Kassel. His son Carl Anton Henschel founded another factory in 1837. In 1848, the company began manufacturing locomotives. The factory became the largest locomotive manufacturer in Germany by the 20th century. Henschel built 10 articulated steam trucks, using Doble steam designs , for Deutsche Reichsbahn railways as delivery trucks. Several cars were built as well, one of which became Hermann Göring 's staff car. In 1935 Henschel

134-508: A Buick Series 60 . Doble numbered all his engines sequentially: The 1924 model Doble Series E steam car could run for 1,500 miles (2,400 km) before its 24-gallon water tank needed to be refilled; even in freezing weather, it could be started from cold and move off within 30 seconds, and once fully warmed could be relied upon to reach speeds in excess of 90 miles per hour (140 km/h). In recent years Doble cars have been run at speeds approaching 120 mph (190 km/h), this without

201-526: A Stanley Steamer boiler. Waltham was near to the Stanley works and its factory at Watertown nearby. Abner attempted to interest the Stanley twins in his condensing boiler. However, Francis would not hire Doble because he didn't trust him. Although recognized as a steam genius, Abner was considered by some as arrogant and conceited and often told people he was a genius and therefore privileged to act so. Abner and his brother John formed their own company,

268-581: A Doble Model G engine, and the Detroit Motorbus Co, in a double-decker, with a Doble Model H engine. A second Detroit bus had a Doble steam engine added in 1927, and at least one of them covered some 32,000 miles. In 1929 a Doble Model H was installed in a Yellow Coach for General Motors. This was followed by another Model F in a Fageol bus. The company eventually went out of business in April 1931. The total number of cars built up to that date

335-540: A Doble Model H was installed in a Yellow Coach for General Motors. This was followed by another Model F in a Fageol bus. He went to New Zealand in March 1930 where he worked under a 3-year contract for A & G Price Limited at Thames on the development of a steam engine for buses. One was installed on an AEC chassis for the Auckland Transport Board to trial. The intention was that should

402-515: A conventional automobile, but with higher speed, simpler controls, and what was a virtually noiseless power plant. The only defect sometimes noted throughout the Doble car era was less than perfect braking, which was common in automobiles of all types before 1930. Typically, a car of 1920s only had two rear-mounted mechanical drum brakes, although those fitted to Dobles were of larger than usual proportions. Dobles achieved reliability by eliminating most of

469-401: A foot-operated throttle. The layout of the chassis put the boiler at the front end of the car under the hood, the engine and the rear axle forming an integrated unit. The even weight distribution and low center of gravity contributed much to the ride and handling of all Doble cars. These improvements promised a steam car that would at last provide virtually all of the convenience associated with

536-454: A minimum of modification and was a noticeably clean-running vehicle, its fuel being burned at high temperatures and low pressures, which produced very low pollution. Price ranged from $ 8,800 ($ 134,000 in 2020) to $ 11,200 ($ 170,000 in 2020) in 1923. The Model E ran on a 142 in (3,600 mm) wheelbase. Twenty-four E's were made between 1922 and 1925 with a variety of body types from roadsters to limousines. Owners included Howard Hughes and

603-409: A number of railway locomotives around 1900. Stephenson's valve gear replaced the previous Joy motion. This engine was used on all vehicles developed thereafter. Again, the car neither possessed nor needed a clutch or transmission, and due to the engine being integrated directly into the rear axle, it did not need a drive shaft either. Like all steam vehicles it could burn a variety of liquid fuels with

670-573: A successful flame-thrower in November 1917 and decided to mount it on a tank. Funding for the project was made by the Endicott and Johnson Shoe Company. The tank was similar in design to British heavy tanks of the period. It weighed 50-tons and was powered by two Doble steam engines. The outcome was a complete redesign, the Model D of 1922. The uniflow engine, perceived as the root of the troubles with

737-424: A swirl motion to the gases. It was thus a counterflow design with water entering the lower end of the coiled monotube and progressing upward toward the burner, which meant that the hottest gases gave superheat to the steam at the top of the coil whilst the cooler gases preheated oncoming the feedwater at the bottom. The distinctive hand-operated "miniature steering wheel" rotating a throttle control rod that passed down

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804-413: Is difficult to determine; but as the numbers were consecutive, whatever the model, even with the solitary known Simplex, it seems unlikely that more than 32 were built from 1922. George and William Besler of Davenport, Iowa , the sons of William George Besler , acquired much of Doble Steam Motors plant and patents. William also acquired a Doble E series Phaeton, engine number 14, from a Dr Mudd. This car

871-453: Is known to have been constructed, but the car never approached production stage. The other problem was Abner Doble himself, who was said to be such a perfectionist that he was seldom willing to stop tinkering and actually release an automobile for sale. Doble made two further steam engines, designated models G and H. These were larger units and used experimentally in several buses. The first were tested in 1926 by International Harvester , using

938-553: The California Gold Rush . The company became famous manufacturing Abner Doble's water wheel turbines for mining applications. The company expanded to make drays and street cars for San Francisco, as well as being involved in operating a local railroad company. In about 1892, Doble's grandfather formed the Abner Doble Company, assigning his interests to his sons Robert and William (Abner's father) and

1005-807: The Maharajah of Bharatpur . One of the Hughes cars, a roadster engine number 20, is currently owned by Jay Leno . Abner Doble owned the last one—number 24, which McCulloch later acquired in the course of developing the Paxton steam car. The E cars known still to exist are 9 (at the Ford museum), 10 (in the UK), 11 (in Australia), 13 (in New Zealand), 14, 17, 18 (Jay Leno's Garage), 19, 20 (Jay Leno's Garage), 22 (in

1072-482: The "classic" Doble, of which the most examples have survived. The initial monotube boiler design was perfected into the "American" type. This produced steam at a pressure of 750  psi (52  bar ) and a temperature of 750 °F (400 °C). The tubing was formed from seamless cold-drawn steel 575 ft 9 in (175 m) in total length, measuring 22 in (560 mm) in diameter by 33 in (840 mm) in height when coiled and assembled. The boiler

1139-457: The 1930s Henschel & Sohn buses and trucks, powered by Doble designed steam engines, were operated. Abner Doble left England in 1936. Also during this time he acted as a consultant to Borsig Lokomotiv-Werke of Berlin. Doble was hired as the chief engineer for a new bus powerplant for a revived Stanley Steam Motors Corporation in Chicago . In the middle of the project after the powerplant

1206-554: The Abner Doble Motor Vehicle Company, in 1914. Their father provided financial support for the venture. The first car was the Model A. Up to five cars were thought to be made. Four were sold and one was kept for development. The cars were of good quality and appeared to have a good market. In 1915, Doble drove his Model B, a revamped version of the Model A from Massachusetts to Detroit to seek investors. He managed to obtain $ 200,000, which he used to open

1273-540: The Besler streamliner, a two-car steam railcar. In the mid-1950s Henry J. Kaiser asked William Besler to convert his 1953 Kaiser Manhattan to steam. Besler completed this in either 1957 or 1958. The engine was described as a V4 single acting uniflow with trunk pistons. It was a cross compound with piston valves across the high-pressure heads. Kaiser apparently did not take the car back and left it with Besler. In 1969, GM introduced two experimental steam-powered cars. One

1340-540: The Doble Detroit, gave place to a two-cylinder compound type, still with Joy's valve gear, but with piston valves. Another crucial development was a coiled monotube once-through vertically mounted cylindrical boiler following the thinking behind the later version of the Detroit boiler, the most distinctive feature of which was the placing of the burner at the top of the boiler. This plus a copious amount of insulation

1407-583: The Doble brothers had not entirely worked out various design and manufacturing issues, and although the car received good notices and several thousand advance orders were placed, very few were actually built, estimates ranging from 11 to as many as 80. Abner Doble blamed his company's production failure on the steel shortages caused by World War I , but the Doble Detroit was mechanically unsatisfactory. Those few customers who had received completed cars complained that they were sluggish and unpredictable, some even reversing when they should have gone forward. In addition,

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1474-567: The Doble brothers went on to build a second and third prototype in the following years. In 1909 Abner graduated from high school and attended the Massachusetts Institute of Technology . He dropped out after less than a year of studies, and with his brother, began to design his own steam car. By 1912 they had built their first car in Waltham, Massachusetts . The car was based on an American Underslung chassis, their own engine and

1541-485: The Doble brothers were divided by Abner's insistence on taking credit for the company's technical achievements, and John Doble ended up suing Abner for patent infringement, whereupon Abner left Detroit for California. John Doble died of lymphatic cancer at the age of 28 in 1921, and the surviving brothers reunited in Emeryville, California , setting up under the name of Doble Steam Motors. They managed to solve most of

1608-582: The General Engineering Company in Detroit. The Doble brothers at once began work on their Model C (also known as the Doble Detroit ), which was planned to extend and expand upon the innovations pioneered in the Model B. The Doble Detroit incorporated key ignition, doing away with the need for manual ignition of the boiler system. John Doble also constructed a flash boiler with rectangular casing in which atomized kerosene fuel

1675-461: The General Engineering Company folded. When John Doble died of lymphatic cancer in 1921 the surviving brothers reunited in Emeryville, California . They set up a company under the name of Doble Steam Motors . In 1924 the State of California learned that Doble had helped to sell stock illegally in a desperate bid to raise money for the company, and though Doble was eventually acquitted in April 1928,

1742-676: The General Engineering Company with C L Lewis. In January 1917, Doble's new car, the Doble-Detroit , caused a sensation at the National Automobile Show in New York. Over 5,000 deposits were received for the car, with deliveries scheduled to begin in early 1918. The Dobles had not entirely worked out various design and manufacturing issues, and although the car received good notices and over 10,000 orders, about 11 were built. Doble blamed his company's production failure on

1809-547: The UK), 23, and 24 (in New Zealand during a visit 1931). Those known to have been scrapped are 4, 5, 7, 15, and 16. The main new feature was the boiler which formed the basis of later developments from 1930 onwards after the Doble company folded. Various other refinements were applied to individual cars such as a steam-driven water feed pump. Seven model Fs were made, one of which was owned by Abner Doble's wife. They were car numbers 30 to 35, and 39. One of these, number 35,

1876-556: The US. With the demise of their company, Abner and Warren went on to work as consultants for other engineering companies globally. During the 1920s and 1930s engines were developed for steam buses . The first were tested in 1926 by International Harvester , using a Doble Model G engine, and the Detroit Motorbus Co, in a double decker, with a Doble Model H engine. A second Detroit bus had a Doble steam engine added in 1927 and at least one of them covered some 32,000 miles (51,000 km). In 1929

1943-439: The automobile company, with Abner, John, and Warren as the leading lights. Abner Doble built his first steam car between 1906 and 1909 while still in high school, with the assistance of his brothers. It was based on components salvaged from a wrecked White Motor Company steamer, driving a new engine of the Doble brothers' own design. It did not run particularly well, but it inspired the brothers to build two more prototypes in

2010-465: The benefits of streamlining, and a stripped-down version of the Series E accelerated from 0–75 mph (121 km/h) in 10 seconds. Its fuel consumption, burning a variety of fuels (often kerosene), was competitive with automobiles of the day, and its ability to run in eerie silence apart from wind noise gave it a distinct edge. At 70 mph (110 km/h), there was little noticeable vibration, with

2077-677: The company failed during the ensuing legal struggle. Fewer than thirty of the Model E steam cars were produced before the company went out of business in April 1931, the F cars coming under Besler ownership. The total being reported variously as 24, 42, and 43. Doble himself owned E-24 from 1925 to 1936 as his own experimental car. He took it with him when on consulting work in New Zealand and England. He sold it in England to Mortimer Harman Lewis (editor of The Engineering and Boiler House Review ) of Hyde Park, London , just before he departed for

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2144-427: The company merged with arch-competitor and William stayed on. Doble apprenticed at his family's factory at the age of eight. Between 1906 and 1909, while attending high school, Ab and brothers John, Warren, and Bill built their first steam car in their parents' basement. It was composed of parts taken from a wrecked White steamer but reconfigured to be driven by an engine of their own design. Though it did not run well,

2211-548: The day. He still considered it just possible with good management and a lot of money. Abner Doble's last consultancy was in the development of the Paxton Phoenix car, for the Paxton Engineering Division of McCulloch Motors Corporation , Los Angeles. The project was for a low-weight car built around a unique "torque box" chassis based on an aeronautical wing section. The Doble Ultimax steam unit

2278-412: The development of steam buses , while from 1932 to 1933 Warren was in Germany managing a contract for Henschel & Son of Kassel , who went on to build a variety of steam applications including a speedboat, cars, railcars, buses, and trucks. The exact numbers of vehicles built are difficult to determine. Henschel did build 10 articulated steam trucks for Deutsche Bahn railways as delivery trucks. Abner

2345-428: The engine turning at around 900 rpm. Contemporary Doble advertisements mentioned the lightness of the engine, which would lead customers to compare it favorably with heavier gasoline engines, but "engine" in a steam car usually refers solely to the expander unit, and does not take into account the complete power plant including boiler and ancillary equipment; on the other hand, clutch and gearbox were not needed. Even so,

2412-522: The ensuing legal struggle. For all their innovations, Doble cars were hindered by two significant problems. The first was the price: the chassis alone sold for $ 9,500, and adding a body virtually doubled that figure, making the car a luxury item in the 1920s. In 1922 the brothers had begun work on a lower-cost model, projected to sell for less than $ 2,000. This was named the Simplex , and was to be powered by four uniflow single-acting cylinders. One prototype

2479-680: The firm was responsible for license production of the Dornier Do 17 Z medium bomber, and in 1939–1940 it began large-scale production of the Panzer III . Henschel was the sole manufacturer of the Tiger I , and alongside Porsche the Tiger II . In 1945, the company had 8,000 workers working in two shifts each of 12 hours, and forced labour was used extensively. The company's factories, which also manufactured narrow-gauge locomotives, were among

2546-403: The first with the burner and combustion chamber at the bottom, the other with them at the top of the casing; this led to the subsequent counterflow monotube boiler arrangement. Boiler operation was fully electro-mechanically automated: the bottom of the boiler housed a metal tray with a row of quartz rods. As heat increased, the tray expanded, pushing the rods forward and shutting off the burner. As

2613-473: The following years. Abner moved to Massachusetts in 1910 to attend MIT , but dropped out after just one semester to work with his brothers on their steam cars. Their third prototype, the Model B, led Abner to file patents for the innovations incorporated in it which included a steam condenser which enabled the water supply to last for as much as 1,500 miles (2,400 km), instead of the typical steam car's 20–50 miles (30–80 km). The Model B also protected

2680-509: The interior of the boiler from the common steam vehicle nuisances of corrosion and scale by mixing engine oil with feedwater. While the Model B did not possess the convenience of an internal combustion engined vehicle, it attracted the attention of contemporary automobile trade magazines with the improvements it displayed over previous steam cars. The Model B was virtually silent compared to contemporary gasoline engines. It also possessed no clutch or transmission , which were superfluous due to

2747-630: The inventor of the Doble water wheel . Doble's forebears had migrated from England to the US in the mid-1700s. William's father Abner was born in Indiana . He had been a sailor, a smith, and a lumberman, who became a journeyman blacksmith and subsequently became a partner in Nelson and Doble. The company became one of the biggest manufacturers of miner's and blacksmith's tools on the US Pacific coast during

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2814-458: The mechanical items that tended to malfunction in conventional automobiles: they had no clutch , no transmission , no distributor , and no points . Later Doble steam cars often achieved several hundred thousand miles of use before a major mechanical service was necessary The Doble Detroit caused a sensation at the 1917 New York Motor Show and over 5,000 deposits were received for the car, with deliveries scheduled to begin in early 1918. However,

2881-568: The middle of the steering column can be observed in D2 which still exists (in the UK) at the present time. Photographic evidence shows that D1 retained the foot throttle pedal, so when the wheel throttle control was first applied is not clear. The latter probably gave more precise adjustment. No more than five of the D model appear to have been built, if that. It is said that the two-cylinder compound engine sometimes gave difficulty in starting. The model E had been developed by 1922; this could be said to be

2948-597: The most important Allied bomber targets and were nearly completely destroyed. Henschel Flugzeugwerke aircraft and missiles included: Manufacturing of trolleybuses began in 1941 and continued until 1962, ultimately totalling at least 680 vehicles, while Henschel also constructed the chassis for more than 240 others that used bodies by Waggonfabrik Uerdingen  [ de ] (which changed its name to Duewag many years later), of type ÜHIIIs and ÜHIIs . Almost all were purchased by transport companies in Germany or Austria, but Henschel's single largest order for trolleybuses

3015-418: The overall weight of a Series E was in excess of 5,000 pounds. The first model E was sold in 1924, and Doble Steam Motors continued to manufacture steam-powered cars for the next seven years. In 1924 the State of California learned that Abner had helped to sell stock illegally in a desperate bid to raise money for the company, and though Abner was eventually acquitted on a technicality, the company folded during

3082-522: The pinnacle of steam car development. The term "Doble steam car" comprises any of several makes of steam-powered automobile in the early 20th century, including Doble Detroit, Doble Steam Car, and Doble Automobile, severally called a "Doble" because of their founding by Abner Doble . There were four Doble brothers: Abner, William, John, and Warren. Their father became wealthy, patenting the Doble Pelton wheel . All were at one time associated with

3149-614: The remaining engineering problems and added even more innovations which increased the cars' acceleration and reliability. During WW1 Doble's Detroit steam motors were used in two prototype tanks. One was the Holt Manufacturing Company steam-powered tank . This tank underwent trials in February 1918, but no further models were made. The other was a Steam Tank project by the Corps of Engineers. The Corps had created

3216-424: The steel shortages caused by World War I, but the Doble Detroit was mechanically unsatisfactory. Doble also announced at the New York show that he was working on a steam engine for aeroplanes . The Doble brothers were divided by Doble's insistence on taking credit for the company's technical achievements, and John Doble ended up suing Doble for patent infringement , whereupon Doble left Detroit for California and

3283-413: The substantial torque produced by steam engines from 0 rpm. The Model B could accelerate from 0 to 60 mph (0 to 97 km/h) in just 15 seconds, whereas a Ford Model T of the period took 40 seconds to reach its top speed of 38 mph (61 km/h). In 1915, Abner drove a Model B from Massachusetts to Detroit to seek investment. He managed to acquire the sum of $ 200,000, which he used to set up

3350-399: The system cooled, the quartz rods receded, engaging the burner. The Detroit could start from cold in as little as 90 seconds. A two-cylinder double-acting uniflow engine was mounted under the floor driving the back axle; double slide valves were driven by a Joy valve gear . The car had only four controls: a steering wheel, a brake pedal, a trip pedal for variable cut-off and reversing, and

3417-772: The trial be successful more would be constructed. By 1932 the first had covered more than 20,000 miles (32,000 km) and a second was ordered by a private company, White and Sons, for their Auckland to Thames Service. In January 1932 Doble left New Zealand and went via San Francisco to England. There he was loaned by Prices as a consultant to the Sentinel Waggon Works of Shrewsbury , working on steam lorries and locomotives. Several shunting locomotives (switchers) and an undetermined number of railcars were fitted with Doble/Sentinel machinery for sale to customers in Britain, France, Peru , and Paraguay . In Germany, during

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3484-410: Was a chassis only and sold to Oscar Henschel in Germany. Henschel's car was used by Hermann Göring and believed destroyed during the war. The car bodies were otherwise sedans or phaetons . The last F car number 39 was owned by Warren Doble. Engine number 32 was fitted into a Buick. F30 and F34 still exist. The F30 is thought to be an E model engine and chassis. F34 in existence is said to be based on

3551-495: Was able to upgrade its various steam locomotives to a high-speed Streamliner type with a maximum speeds of up to 140 km/h (87 mph) by the addition of a removable shell over the old steam locomotive. In 1918, Henschel began the production of gearboxes at the Kassel plant. In January 1925, Henschel & Son began building trucks and buses. Early in 1935, Henschel began manufacturing Panzer I tanks . During World War II ,

3618-436: Was actually built, Doble left to some annoyance. Doble then did engine designs for Cleaver-Brooks, Nordberg (1946-1948), and Greyhound . After this he retired to Santa Rosa, California , where he sold Electrolux vacuum cleaners to pay his living expenses. Doble's consultancy also included in the development of the Paxton Phoenix car, for the Paxton Engineering Division of McCulloch Motors Corporation, Los Angeles. The project

3685-473: Was an American mechanical engineer who built and sold steam-powered automobiles as Doble Steam Cars . His steam engine design was used in various automobiles from the early 1900s, including a 1969 General Motors prototype and the first successful steam-powered aeroplane. Doble was born on March 26, 1890, in San Francisco , one of four brothers. His father was William Ashton Doble , son of

3752-501: Was an ingenious three-crank tandem (or steeple) compound engine with three pairs of vertical single-acting cylinders arranged in such a way as to give a double-acting effect. Its sustained maximum power was 120 bhp (89 kW); peak power was 155 bhp (116 kW) but could not be held due to insufficient steam flow. The expected average water rate was 9 lb/hp/hr. The project was eventually dropped in 1954. Abner Doble Abner Doble (March 26, 1890 – July 16, 1961)

3819-431: Was cold water tested to a pressure of 7,000 psi (480 bar). Two 2-cylinder compound cylinder blocks were in effect placed back to back as the basis for a 4-cylinder Woolf compound unit with high-pressure cylinders placed on the outside. A piston valve incorporating transfer ports was fitted between each high-pressure and low-pressure cylinder in an arrangement similar to Vauclain's balanced compound system used on

3886-424: Was developed as one of two possible power plants, the other being an original design of two-stroke internal combustion engine. The Ultimax was designed to operate at a pressure of 2,000 psi (137.9 bar) and 1,200 °F (649 °C) and actually ran at about 1,560 psi (107.6 bar) and 900 °F (482 °C) with a nominal boiler pressure of 2,000 psi and flow rate of 900 lb/hr. The engine

3953-551: Was for a low-weight car built around a unique "torque box" chassis similar to an aeronautical wing section. The project was eventually dropped in 1954. He did work on a design for a steam car for Alex Moulton of England, but it was never built. He was a consultant on the Keen steam car in 1957 and a monotube boiler for Charles W Tadlock of St Louis in 1957. For the remainder of his life, he maintained that steam-powered automobiles were at least equal to gasoline cars, if not superior. He

4020-498: Was from Buenos Aires , Argentina, for 175 vehicles built in 1952–1953, and the São Paulo trolleybus system purchased 50 Henschel–Uerdingen trolleybuses in 1954. All but 50 of the 175 Buenos Aires vehicles were fitted with bodies made by Nordwestdeutscher Fahrzeugbau. Manufacturing began again in 1948. In 1964, the company took over Rheinische Stahlwerke and became Rheinstahl Henschel AG ( Hanomag ). The truck production of Henschel

4087-499: Was ignited with a spark plug , in a carburetor-type venturi and used forced draft provided by an electrically driven fan. This rapidly heated the feedwater contained in vertical grids of tubes welded to horizontal headers. The steam-raising part of the boiler was partitioned off by a wall of heat-resisting material jacketed with planished steel from a smaller compartment in which were similar grids of tubes for feedwater heating. There seem to have been at least two versions of this boiler,

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4154-580: Was involved in the development of a steam bus for the Auckland Transport Board while in New Zealand. From 1931 to 1935, Abner worked with Sentinel Waggon Works of Shrewsbury , England. Several shunting locomotives (switchers) and an undetermined number of railcars were fitted with Doble/Sentinel machinery for sale to customers in Britain, France, Peru, and Paraguay. In 1937, Abner, writing in Autocar, stated that any new steam cars would have to be superlatively good to compete with gasoline-powered cars of

4221-408: Was meant to cause the hot gases to reside within the boiler casing for an optimum length of time giving up the maximum amount of heat to the feedwater. There was a forced-draft burner at the top of the boiler and an exhaust flue at the bottom. The venturi was placed horizontally at the top of the vertical boiler barrel and oriented in such a way as to avoid direct contact with the monotube while inducing

4288-469: Was merged with that of Hanomag that spun off to form Hanomag-Henschel in 1969, this later went to Daimler-Benz, which discontinued the brand name Hanomag-Henschel in 1974. The production was switched to commercial vehicle axles, in this area it is the largest factory in Europe. In 1976 Thyssen-Henschel , and 1990 ABB Henschel AG. In 1996, the company became ABB Daimler Benz Transportation Adtranz . The company

4355-472: Was still in existence in 2010. They undertook further development work with Abner Doble and created an interurban car, a railcar , and a steam aircraft . The brothers modified a Travel Air 2000 bi-plane by replacing its petrol engine with a steam engine. The plane was successfully test flown on 12 April 1933 at Oakland Municipal Airport, California. In 1936, the New Haven Railroad tested

4422-426: Was subsequently acquired by Bombardier (Canada) around 2002. The Kassel facility still exists and is one of the world's largest manufacturers of locomotives (Henschel Antriebstechnik). Private, mining and industry railways Doble steam car The Doble steam car was an American steam car maker from 1909 to 1931. Its latter models of steam car, with fast-firing boiler and electric start, were considered

4489-672: Was the SE 124 based on a converted Chevrolet Chevelle , and the other was designated SE 101 based on the Pontiac Grand Prix . The SE 124 had its standard gasoline engine replaced with a 50 hp power Besler steam engine, using the 1920 Doble patents. The SE 101 had a GM-designed steam engine that had been developed in consultation with Besler. Following the collapse of their company, Abner & Warren Doble traveled as steam power consultants. Abner first went to New Zealand in March 1930, where he worked for A & G Price Limited on

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