Edwards America (1953-1954), or how to squander dad's money

It's incredibly exciting to track down rare, unique cars. Limited editions, single copies with an interesting biography, human destinies, triumphs and bitter disappointments are what we are chasing.


Thanks to automobile historians, museums, and private collections, we have the opportunity to learn and share information about forgotten models. The older the car, the more valuable the treasure. The smaller the circulation, the more reverent the attitude of experts. The Edwards America car we reviewed is just such a thing. Old and rare.

Background to the creation of the model

Mechanical engineering on both sides of the Atlantic began at the same time. But the European and American schools were radically different. In the Old World they strived for sportiness, in the States they gravitated towards pomp and monumentality of cars.


In the mid-40s, a lot changed in the industry. American soldiers were returning home from World War II. With money: these did not fight for an idea. Captured and purchased European cars of the nimble sports car breed were brought from overseas.

At that time, the average US citizen had matured and demanded high speeds on the highway. Hot rodding was already flourishing in garages to the tune of country music and deafening rock and roll.

The author of the hero of our review, the Edwards America coupe and convertible, rose on this wave. No, Sterling Edwards, born in 1918, was not attracted to garage vigils over broken-down cars. The young man was of a different plane.

Corrosive and scrupulous historians of the industry have calculated: in the period after the Victory of 1945 until the birth of the iconic "Chevrolet Corvette" In 1953, more than 50 projects of sports models appeared in America. Unprofessional homemade, handicraft production.

Fortunately, “non-existence” is not about vehicles. Edwards America is a typical example of this. This one left a noticeable mark on mechanical engineering.

About the manufacturer

The guy was lucky - the son of rich parents, the heir to an industrial empire. Dad produced galvanized steel cables for oil drilling in factories in San Francisco. The son is an adventurer, in a good sense, and a dreamer - to give him his due, he has not been spoiled.


He was interested in skiing, auto racing, and was the best in golf. At the age of 17, he trained to be a pilot and bought a single-engine biplane. Next, draining my dad's pockets, he developed a 2-engine airplane. The accumulated experience allowed the home-grown 25-year-old mechanic to take a good position at the military-industrial corporation Lockheed.

Swiss inspiration

Sterling Edwards never thought about making cars until fate brought him to St. Moritz, Switzerland. The country hosted the Winter Olympics in 1948. This is where the American spent his vacation.

Contemporary evidence of a touching scene on the streets of the city has been preserved. One rainy evening, Edwards left a cafe. A Cisitalia 202, abandoned by someone, stood alone in front of the door. Streams of water from the sky mercilessly flooded the open roadster.


The car was pathetic and... magnificent. Sterling stopped, amazed by the proportions, wonderful lines, and unique style of the Italian masters. The Cisitalia was an icon of auto design during that period, an object of worship for lovers of fast cars. The guy instantly had the idea to create something similar. The spontaneous decision was, however, accompanied by careful preparation.

Team

Moving around in automotive circles and participating in racing, the aspiring industrialist made good connections. The post-war period gave America a whole galaxy of first-class mechanics, outstanding engineers, and talented stylists.

Sterling had considerable parental capital. First, the entrepreneur created the company Edwards Engineering Co, which huddled either in a barn or a warehouse.


Then he easily convinced Norman Timbs, Luzhi Lesowski, Emil Deydt and Phil Remington to participate in the dubious project. The listed names are inscribed in golden letters in the history of the world automotive industry.

Later, legendary racing driver Carroll Shelby joined the team. The same one who took gold in Formula 1, 24 Hours of Le Mans, and USAC championships. The great Carroll created the fast-moving American “snakes” Shelby Cobra, which so enraged Enzo Ferrari and other European manufacturers.

"First pancake"

Contrary to the rules, he came out far from lumpy. The concept was developed as follows: Italian style combined with American power. The car must be suitable for racing and public roads.

N. Timbs created the chassis from tubular steel. An independent suspension capable of minimizing slippage during deceleration was found in Studebaker. The car was equipped with disc brakes. They installed a Ford transmission and a forced 2,5-liter 120-horsepower V8 with two carburetors.



E. Deydt, in the best hot rod traditions, designed a lightweight aluminum body with a removable hard roof. Since the car was also intended for everyday travel, the interior was trimmed in leather.

In 1950, a newly minted businessman and pilot registered a model under the name R-26 to participate in the Palm Springs California gongs. The competitors were not weaklings - Allard and Jaguar XK 120. But ours won with an advantage of one lap. Then he won three more competitions, where he looked great against the backdrop of Alfa Romeo and Ferrari. How can we not start mass production?

Edwards America Model Review

After a successful debut in auto racing, a group of like-minded people were convinced of the right path. But the car was modified, trying to make the design more reliable, reduce weight and achieve visual appeal. They succeeded in the latter: the car took a prize at the Pebble Beach Concours d'Elegance.

In size it took a middle position between the Italian mastermind and domestic cruisers. The wheelbase, in any case, was 2540 mm.


The car was built on a Henry J chassis, the considerable weight of which was offset by a 2-door fiberglass body. Unsafe, as we remember from the model Ogle SX1000 GT, about which material was given earlier.

Edwards America was distinguished by a large radiator grille, raised front fenders, and a low front end. The taillights were shamelessly taken from a Mercury 1952. In the cabin, at the driver’s feet, in the Italian style, a flare was installed - a signal torch.

The saber itself, as a pyrotechnic element, in a fiberglass body posed a considerable danger. But it doesn’t matter: everything else was furnished beautifully, stylishly, and modernly. Take the Kelsey-Hayes spoked wheels and power windows, for example.

Technical part

The motors were located longitudinally in front, the drive went to the rear axle. Under the hoods they installed sequentially:

✅ Chrysler Hemi V8 331, 185 l. With.
✅ Oldsmobile Rocket V8 303, 185 hp.
✅ Lincoln V8 317, 205 l. With.
✅ Cadillac V8 331, 210 l. With.

A 4-chamber carburetor was responsible for power supply. The transmission used a 4-speed Hydramatic automatic. The independent front suspension uses A-arms and coil springs. At the rear, road imperfections were absorbed by dependent semi-elliptical leaf springs. The brakes were hydraulic drums.

Fate

She, the villain, turned out to be predictably deplorable. The ambitious automaker set the starting price at $2900. As the plan progressed, it became clear that $4995 did not fit into the cost of manual assembly. In the final version, the price tag for Edwards America increased to $7800. Isn’t it easier for an American to buy a 6-meter-long Lincoln or Cadillac, sparkling like a Christmas wreath?


In three years, Sterling Edwards found 5 buyers. He produced so many luxury sports cars: 2 convertibles and 3 coupes. From six cars, including the first triumphant prototype, the dreamer did not earn a cent. I involuntarily remembered the story "Bricklin SV-1", about which we grieved earlier.

It ended with dad tightly snapping his rather thin wallet, the bills from which were flying as if under the pressure of a hurricane wind. After all, my son paid engineers and workers for advertising and workshop rent.

Today one copy is kept in the National Museum in New York. Both convertibles were sold at auction. In 2010, bidding in Florida started at $140 thousand, but a rare lot went for only $110 thousand.

The owner of the coupe never wants to part with the rarity and exhibits the car at an auto show. Starts often and enjoys the sound of the vintage carbureted V8. There is no information about other cars.