1929 Peerless Model 6-81

A single-cylinder Peerless model produced in 1901 was followed by a significantly advanced two-cylinder model in 1902 with shaft-drive and side-entrance bodies. Even more powerful and sophisticated 24- and 34-horsepower four-cylinder models arrived by 1903, and a six-cylinder option was introduced in 1907.
When the General Electric Corporation secured control of the company in 1912, electric lights and electric starters were standard on all models. Like Cadillac, Peerless standardized self-staring in 1913 and became a one-engine company offering only V-8s by 1915.

The Peerless Manufacturing Company of Cleveland, Ohio, produced clothes wringers before venturing into motor car production. With a license from DeDion in France, the firm began building the single-cylinder tricycle 'Motorette' in 1901. With newly hired chief engineer Louis P. Mooers of New Haven, Connecticut, larger and more powerful vehicles soon followed. Mooers believed in testing on the race track and his twin-cylinder cars recorded some success at Rhode Island's Narragansett Park. Mooers himself then drove a four-cylinder 24-horsepower car at the Glenville track in Cleveland, finishing third behind Gordon Harkness, in a 60-horsepower Mercedes, and Alexander Winton in the Bullet I, which was rated at 40 horsepower. Encouraged by this accomplishment, Mooers began work on a car to contest the Gordon Bennett race in Ireland. Forced out by tire trouble in 1902, he tried again in 1903. The car was powered by a 17-liter engine with individually-cast cylinders and a six-inch 'square' bore and stroke. Competing in 1903, Mooers was once again dealt poor luck, crashing on the first lap.

Returning stateside, Mooers gave up driving, but rebuilt the 17-liter car for Ormond Beach, where Joe Tracy made the fastest time of the day and placed well in several races in January 1904. In mid-1904, the company hired Barney Oldfield as its driver. His 'Green Dragon' race car would win 16 races in as many starts. By the close of 1904, Oldfield had rolled up the American championship by defeating Earl Kiser at Cleveland, then the world championship two weeks later.

Mooers left in 1905, joining the Moon Motor Car Company in St. Louis. A Packard engineer named Charles Schmidt was hired by Peerless president L.H. Kittredge to replace Mooers. Schmidt continued to evolve Mooers' T-head four into a six, ready for the 1908 season. In comparison, Packard did not field a six until 1912.

By 1907, the company had a solid reputation built on durability, mechanical sophistication, and elegantly styled bodies. Company marketing proudly declared, 'All That the Name Implies.'

By the late 1920s, Peerless was offering three separate cars, the 6-61, 6-81, and 120. This would be the last year for these models, and in 1930, all of Peerless' products were renamed. The Great Depression brought economic hardships and a reduction in the sales of luxury automobiles. Peerless responded by downsizing their production and attempting to appeal to what was left of the wealthy consumer market. This strategy failed, and the last Peerless, a single Murphy body V-16, was finished in June 1931.

1929 Peerless 6-81
The 1929 Peerless 6-81 rested on a 116-inch wheelbase platform and was powered by a 248 cubic-inch Continental inline six-cylinder engine rated at approximately 66 horsepower. Body styles included a Deluxe Sedan, a 5- and 7-passenger phaeton, a coupe, and a Victoria. Prices ranged in the mid-$1,000s.

by Daniel Vaughan | Jul 2024