Continental Motors was founded in 1905. They supplied engines to various Detroit automobile manufacturers from 1910 to 1929. Studebaker was one of the companies first customers. In 1911 Hudson Motors placed an order for 10, 000 engines which required a larger plant to be built in Detroit. WW I production resulted in a vigorous expansion at the Detroit and Muskegon plants. The automakers famous red seal of quality became known to car manufacturers as a quality brand, however cars with Continental engines were not branded on the outside. This curtailed consumer brand recognition and hurt the company when they introduced their own cars in the early 1930’s. The Ace, Flyer and Beacon cars were introduced during the depression and did not sell well. By 1934 Continental stopped making cars. The Continental Aircraft Engine Company formed in 1929 and eventually became the companies main source of revenue after the late 30’s. WW II production of Rolls Royce Merlin engines in 1943 helped Continental recover from financial trouble. In 1969 Teledyne Incorporated acquired Continental Motors and was re-branded as Teledyne Continental Motors and is still making aircraft engines
Further research at the Skillman reference library yielded further information from the companies documents, statements and promotional materials. The Continental plant was expanded from one room after 1902-1911. The remaining portion of the plant are the remains of the Dyno Cell Plant and Foundry. Company pamphlets [*1] dating from 1928 listed the early models of engine blocks made between 1902-1928; 8-U, 9-F, 15-L, 14-S, 12-M, 16-E, 16-T, 15-H, s-4 and the b-7 (heavy truck, Muskegon division). An article from Special Interest Autos yielded more information, “[*2] In its heyday Continental Motors ranked as the major independent supplier of engines to the U.S auto industry. Continental out produced it’s nearest rival Lycoming Motors, by better than two to one during the ‘teens and early 1920’s”. The following companies used Continental engines; Stutz, Peerless, Hudson, Dodge, Auburn, Elcar, du Pont, Overland, Locomobile, Roamer, Willy, Reo, Scrippps-Booth, RuxtonDurant, Kaiser-Frazer, Star and Graham. The plant closed in 1965.
The Continental Dyno Cell Plant was a shell of its former self. The foundry building was open to the elements save for some sheet metal covering a couple industrial style grid windows. Exterior white paint had faded to reveal the structures original red brick underneath. The interior was barren except for the wide base of the iconic smokestack. Ground floor windows were large and would have provided ample light and ventilation when the plant was still active.
Vegetation grew between cracks in the concrete and a large pool of water accumulated from broken pipes or rainfall. A massive water tower about 4 stories high loomed over the west section of the plant. Most of the outer sheds had collapsed and industrial remnants scavenged.
References
[*1] NAHC (The National Automotive History Collection)
Skillman Branch Library (Detroit, MI 48226)
(Compiled from 1928-1940 Continental company brochures, literature, internal memos, documents, stock reports and annual shareholders brochures)
[*2]“Special Interest Autos, Jan-Feb, 1977. Page 29, Continental Motors article”
http://muskegonmuseum.org/_documents/Essays/CONTINENTAL%20MOTORS.doc
http://en.wikipedia.org/wiki/Continental_Motors_Company
1. ^ Leyes, p. 87
Foss, Christopher F.. Jane’s Pocket Book of Modern Tanks and Armoured Fighting Vehicles. Collier Books. p. 45-49. 73-15286. * Leyes II,
Richard A.; William A. Fleming (1999). The History of North American Small Gas Turbine Aircraft Engines. Washington, DC: Smithsonian Institution.
http://en.wikipedia.org/wiki/Teledyne_Continental_Motors
Business: Revolution Ahead? TIME magazine/CNN, Monday, Sep. 20, 1948
http://www.time.com/time/magazine/article/0,9171,799205,00.html
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