THE WHITE STEAM CAR

By Warren S. Weiant Jr.

          (originally printed in the 1963 Antique Automobile, Vol 27, No.3)

 

“The car renown the world over, for reliability and for flexibility of control.  Steam, the motive power, but not a steamer in the ordinary sense.  An entirely unique system of steam generation with automatic water feed and automatic fuel regulation.  High economy compound engine with condenser; there is therefore no exhaust and the water is used over and over again.”

 

So reads one of the advertisement of the White Sewing machine Company of Cleveland, Ohio in the Horseless Age in 1903, announcing the new improved model for that year.

 

In 1898, a young man with a new idea graduated from Cornell University’s Sibley College of Engineering at Ithaca, New York.  His name was Rollin H. White, the son of Thomas H. White, who for many years manufactured sewing machines.  Rollin’s thesis for graduation developed an entirely new system fo the generation of steam.  This idea was patented and formed the foundation for the development of the first White Steam Car.

 

Rollin’s father was persuaded that it would be a good idea to diversify the products of the old company which had been making sewing machines since 1857, and which company had always held a high reputation for excellency in fine design and engineering; such fine precision production work that the remark, “It runs like a sewing machine,” became a part of our vocabulary.  When it was wished to extol the fine operation of any kind of machinery, that was our usual simile.

 

The first little White Steamer, called a Stanhope, was built in 1900 and was immediately acclaimed by steam car enthusiasts since it cored a decisive track victory in Detroit in a ten mile race, by running away from all opposition.  The designer, Rollin White, competed in many events and set many new records from two to ten miles on local tracks.  With this early two cylinder, simple, double-acting, chain-driven steamer, he upheld honors abroad as well, competing in the 650 mile Reliability Run in England with a 100 per cent score.  Only one other car out of a field of 70 contestants managed a similar score.

 

in 1903 the compound engine was introduced, on a larger wheelbase and a bigger, huskier chassis.  This was the Model C and was the first of the shaft-driven Whites.  The previous Models A and B, which were made in 1901 and 1902, where chain driven.

 

It is interesting to note that besides the Stanhope body, they introduced a delivery truck in 1901 and sold a fleet to the Denver Dry Goods Company.  This was quite a sensation in its day, and White can lay claim to the early introduction of light delivery wagons, sans horse.  By 1903 White Steamers had won four gold medals, five important races and earned 14 First Class Certificates.  It then had sales agencies in ten American cities as well as in London, England, where Walter C. White, Rollin’s brother, acted as European representative.

 

In 1904, a White Steam car, running in the 1000 mile Reliability in England, covered the distance in eight days, making seven non-stop runs between control points.  One hill climb in this event was 3960 feet long and averaged a 8.5 percent grade, which the White negotiated at a speed of 13.63 mph.

In 1903 the form of the car changed, the buggy type metamorphosed into the Mercedes style that was popular at that time.  The engine was placed under the bonnet in front, instead of under the seat as before, the generator under the front seat; the final drive was by shaft to the rear axle, and the condenser was placed where the usual radiator appeared.  It was a fine looking car for the period and was, to say the least, anything but flimsy.

 

Some mechanical changes were made in 1904 and the car was made even heavier and a little longer.  This was the Model D and marked the first introduction of a closed body by White.  This was a beautifully done limousine with entrance from the rear as was the customary design at the time.

 

The Model E made its appearance in 1905, which was the year that most of White’s reputation as an automobile maker was firmly established.  This model was larger than the Model D and the familiar White bonnet design came into being.   The compound engine which was the same size as the earlier Model C was refined by using ball bearings throughout.  The steam pressure was steeped up to 250 psi from 200 psi, which resulted in the horsepower increase from 10 to 15.

 

The automatics for the Model C, D, and E were practically the same.  The water was pumped directly to the generator and a manually operated valve could be used to put another set of pumps into action if more water was needed.  The fire was controlled by a thermostatically operated gasoline valve.  With these two automatic devices, the water regulator and the thermostat, reasonably good results were obtained.  So much so that the production has passed the 1500 mark and had moved up to the 2500 to 3000 pound class.

 

These full sized automobiles offered passenger comfort surpassing most of their internal combustion competitors.  At this time, the introduction of a clutch also enabled the operator to disconnect the engine so that it could be operated without moving the car.  This was a much needed improvement and greatly simplified the operation.

 

Most of this preceding information was related by the late Colonel Augustus Post.  He was an ardent White fan and owned Whites from the beginning.  A wealthy New Yorker, he had a great deal to do with the founding of the Automobile Club of America (AAA), was kingpin in the “Good Roads” movement, believed in the infant automotive industry and was a hard worker, along with Daniel Beard, in the Boy Scout movement.  Col Post was the one who was influential in getting Mr. Glidden (a Boston businessman who also thoroughly believed in the automobile) to post a trophy for the annual reliability tours that bore his name.  Col. Post participated in all these tours (1905-1913) and was usually the “Pathfinder” on the early ones.  This responsibility meant planning the route (which often had to be changed at the last moment) and throwing confetti out to mark the turns in the more desolate parts of our then thinly populated country.  This job he did in various models of the White Steamer, and they never failed him.  When the writer became the proud owner of a Model “H” White several years ago, Col Post was most helpful when it was necessary to learn a great deal about White Steamers in a short period of time.

 

A young man by the name of Wevv Jay began to make gasoline-powered race cars look sick in 1905.  In a special-built, underslung White Steamer at Morris Park Track, New York, he won over a 90 HP  

Fiat and a 60 HP Thomas, covering a mile in 48.8 seconds.  This was the racer that was dubbed “Whistling Billy” for the reason that under certain conditions of humidity and temperature, the burner would howl like a banshee.  Jay went on to capture the World’s Mile Track Record with “Billy” at 74.07 mph.

 

It is interesting to note that the “Horseless Age” magazine at the time ran an editorial in a miffed tone about the “Decadence of Track Racing,” remarking that “the legitimate manufacturer my be beaten by some homemade, racing freak–valueless to the industry.”  White owners only smiled because that year the first Glidden Tour was held, covering some 800 miles of bad roads and steep hills.  Ten White Steamers were entered with a total of 44 entries.  The majority of these ten starters figured among the 26 finishers who gained awards.

 

For the next five years, White Steamers continued to show up to advantage against their gasoline-powered rivals.  The Glidden Tours in those years grew longer each year, and their good showing was a big factor that reflected in White sales.

 

The year 1906 was one of the finest years for the White Company.  The new Model “F” was stepped up to 18 HP by increasing the generator pressure to 275 psi.  The wheelbase was increased again and four body choices were available.  It is well to note that throughout the manufacture of White cars, all the work was done in their own plant.  All the machine work and castings, and even the ball bearings were made by them.  The body work they turned out was second to none.  Aluminum sheeted bodies were made long before it was general practice, and nothing but the finest leather was ever used.

 

There seemed to be a veil of mystery, back in the days when the White Steam Car was in its glory, that still persists in the minds of those whose experience with motor vehicles is limited to the internal combustion engine and also to most of those “steam men” whose experience is confined mostly to the storage-type boiler.  This mystery and fable that seems to stick in most everyone’s mind is regard to the White Steamer, is the way the steam is generated.  You mention White to someone either fifty years ago, or today, and they will say something like this: “Oh yes, that is the steamer that had a FLASH boiler, and that blows up now and then.  Don’t tell me that they won’t because I remember the time when one of them blew up right in front of me on Euclid Avenue in Cleveland.  A big explosion, and black smoke, and people running to get away from it.  The fire department came before the car all burned up.  Don’t talk to me about FLASH boilers.  They really are dangerous.”

 

What this man wanted to remember and what really happened are two different things.  What happened in this case (which the writer investigated) happened occasionally to the inexperienced chauffeur.  Under conditions of too “lean” a fire, the flame will sometimes ignite back through the burner slots when the fire is going on, causing a very lout BANG.  This was the “steam explosion” the man heard.  Next, if the operator does not turn off the main burner valve at once, the cold, raw gasoline would catch fire in the burner housing; hence, the “black smoke.”  Then a general fire could ensue in the excitement and inexperience of the operator.  But the hasty word “flash” reallly sticks and the writer hopes that this article, if it does nothing else, will properly correct this mistaken use of the word in connection with the White generator.

This generator was and always has been a “monotube” generator.  A true example of the “flash” generator is the one that M. Serpollet invented and used very successfully in early days, producing some very wonderful automobiles.  A fine example is George Milligen’s beautifully operating in England.  In the case of the “flash” type boiler, the water was pumped into a flattened tube that was very hot and the water immediately burst into steam.   Much difference from the White system, which will now be enlarged upon.

 

Quoting from the 1907 manual in describing the generator; “The White generator is radically difference from any other variety of boiler ever constructed.  First, in every other known type of boiler, the water is at the bottom and the steam at the top.  In the White generator, on the contrary, the water is at the top and the steam at the bottom.  This fact alone is sufficient to show the unique construction of the White generator.”

 

“This generator is composed of six to nine helical coils of 3/8" or 1/2" diameter steel tubing super-imposed upon one another.  The several coils are joined in series and if the whole should  be unwound and straightened out, the generator would seem to be made up of a long, single piece of tubing.  Below the coils is located the burner (about 23" in diameter.)  The coils offer a very large heating surface so that as the products of combustion pass up between them, practically all heat is absorbed by the coils.  This is the first factor which we note as explaining the excellent economy of the White system.”

 

“The connection between the coils are so made that the water or steam, in order to pass from one coil to the one below, must be forced up to a level above the top coil and then passed down again.  This feature is an important element in the construction of the generator, as it prevents water from descending by gravity and rendering the circulation down through the generator dependent entirely upon action of the pumps.”

 

“The operation of the generator is as follows: water is pumped from the water tank, through the feed-water heater and into the upper coil and, as it is forced into the coils below, its temperature gradually rises.  At some variable point, about half way down, it turns into steam (this is where the misnomer “flash” presumably crept in.)  In the lower coils the steam then receives a high degree of superheat (750 degrees F) and in this condition leaves the generator and is conducted to the engine.”

 

“As regards the safety of the system, it should be noted first of all that there is but little water and steam in the generator at any one time (about one quart) and even in the event of is “simultaneous liberation” (“explosion” is a dirty word), the effect would be inconsequential, as compared to the failure of an ordinary boiler, in which there is present not only a great volume of steam but also a large amount of water which bursts into steam the instant the pressure is reduced.”

 

“The late Professor Thurston, Dean of the College of Mechanical Engineering at Cornell University, in discussing this point in a professional report, said, “The tubular construction of the White generator permits insurance of safety against pressures of excessive amount, since these small tubes are strong enough to bear enormous pressures----pressures, in fact, many times greater than those employed.

 

Even if rupture is affected by deliberate over-pressure, it is not likely to result in anything more serious than a split tube, in which the rent acts as a self-provided safety valve.” (End of Thurston quote.)

 

“Attention is called to the fact that, as there is no “water level” to maintain, there is no need for a water gauge, water glass, float, fusible plug or other device, such as are used with ordinary types of boilers.  The rapid circulation of water through the generator is another feature making toward its practical indestructibility.  Mineral matter, whether in solution or in suspension in the water supplied to the generator, is carried through the generator and engine without causing any incrustation, as is proven by the experience of all our owners, especially of those who have driven thousands of miles in regions where there is nothing but “hard” water to use.”  (End of White Company quote.)

 

This is very interesting reading these days, when the most modern stationary power houses are installing “mono-tube” generators on account of the features outlined above and are truly direct grandchildren of Rollin White’s idea which he developed in his 1898 thesis.

 

No, the White Steamer does not have a “flash” boiler, and it is hoped this will dispel that fairy tale.

 

The power of the 1907 Whites was again stepped up and for the first time two models were made.  The Model G was a big 30 HP and the Model H was an improved Model F and was rated at 20 HP.  Steam pressure was boosted to 600 psi on the 30 HP and 550 psi on the 20 HP.  The wheelbase of the Model G was the longest yet at 115 inches, while the H was 104 inches.  Five and seven passenger open bodies were offered in the Roi des Belge style, a roadster and a limousine.  New features included a “flomotor”, which metered the amount of liquid gasoline to the amount of water that was being pumped at the time to cause a flame commensurate to the water to get the proper superheat.  A diaphragm-operated water regulator that operated the water pump bypass admitted water to the generator when needed.  A thermostat that held the superheat temperature constant was a new introduction.  These three mechanically operated automatics did a marvelous job and made the operation of the car a real joy.

 

White sales boomed.  The 5000 mark had been passed and prices ranged from $2500 to $4600.  Queen Mary, when she was the Princess of Wales, used the Model G Laudaulet of Lord Blythswood; and other people of note were White enthusiasts, such as President Theodore Roosevelt, Buffalo Bill Cody of Wild West fame and later, President William Howard Taft.

 

The White was quite popular for competitions abroad as well as at home, as a direct quote from a White Company publication of 1907 relative to some British competitions states:

 

“Brief  reference was made to the English hill-climb at South Harting.  This was something more than a mere speed competition.  It was primarily an efficiency contest, wherein the first award was made to White because it developed  a greater percentage of is assigned horsepower than did any other car, the rating assigned to the White being 50 H.P.”

 

 

“It is worth noting that, in England, motor competitions have been further developed than they have in this country.  While on this side of the water, practically all contests are of speed and reliability, in England they have given attention to competitions which demonstrate the “desirability” of motor cars.  Such was the South Harting hill-climb and such was the London Town Carriage Competitions, held for the purpose of determining the suitability of the various makes of machines for city use.  It is certainly significant that in this latter contest the White was ranked higher than all the gasoline cars which competed against it, among them being the best known makes of the world, and almost all of them being of higher price than the White”

 

“The third of the English “desirability contests” was the dust competition, held on the new Brooklands track on July 23^rd.  The judges, by unanimous vote, awarded the first prize to the White, thus officially confirming the general opinion that the White raises less dust than any other car.”  (And in those days, that was a real item.  Author’s note.)

 

“All of these competitions, it should be noted, were under the supervision of the Royal Automobile Club (formerly the Automobile Club of Great Britian and Ireland), an organization famous for the thoroughness with which all its contests are planned and carried through.” (End of White quote.)

 

In 1908, the elaborate Roi des Belges bodies were discontinued, which design was used on the Model F, G, and H.  The new Model K was continued at 30 HP and the Model L was mechanically similar to its predecessor, the Model H.  Both the K and L had more severe lines.

 

1909 brought forth one of the biggest of White’s mechanical changes.  The Model M (40 HP) and the O (20 HP) introduced new engines in both models.  Joy valves were employed in place of the old reliable Stevenson link valve action.  Pressures were again increased and cubic displacement was lowered.  The water pumps were redesigned and the engine took on an entirely different look.  It was clean and sleek.  The crossheads were enclosed so as to keep the oil contained in the crankcase and to keep condensation from getting into the crankcase and fouling the oil.  This made for a much cleaner operating engine.

 

Everything was being done to improve the looks of the car and to simplify even more than in the past, so as to appeal to the customers who were slipping away from them into the arms of their internal combustion competitors.  Some of the later cars of that year were fitted with steel frames for the first time.  Previous to that, the frames were made of ash and were backed up on the inside with Krupp steel fletch plates, and forgings bolted through for the cross-members and spring hangers.

 

It was in 1909 that White brought out their first internal combustion car, a very fine four cylinder, 20 HP.  Apparently they saw the handwriting on the wall.  But bravely they went ahead in 1910 with two more new models, the MM and the OO, both highly refined and offering kerosene burners for the first time.  But that was the last year.  Nearly 10,000 steam cars had been built.  From then on they developed a very fine passenger car in many models.