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Harry Miller: The Forgotten Genius Who Shaped American Racing · BREAK/FIX the Motorsports & Vehicle Enthusiast Variety Show

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Brake Fix's History of Motorsports series is brought to you in part
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by the International Motor Racing Research Center, as well as the
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Society of Automotive Historians, the Watkins Glen Area Chamber of
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Commerce, and the Argettsinger family.
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Harry Miller, The Man and the Cars by Gordon Elliott White Mr.
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White is a retired newspaper correspondent who covered Washington, D.
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C., Europe, and the Far East for the Chicago American, and
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other newspapers for 34 years.
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After he retired from newspaper work, he became the Smithsonian Institution's
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auto racing advisor, following a sport he has enjoyed since 1939.
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He since has written seven books on the history of American open wheel racing,
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including the history of Fred Offenhauser and the Offenhauser Racing Engine.
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He has served as the unofficial historian of the Harry A.
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Miller Club, and as curator and archivist of more than 12, 000 drawings.
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tracings, and blueprints of Miller's cars and engines, as well as thousands of
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documents covering the history of American racing since the early 20th century.
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His presentation will address Harry Miller and Miller's impression on American
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racing, as well as how aficionados rediscovered him after he had been all but
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forgotten and over the past 40 years have unearthed and restored many of his cars.
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All right, folks.
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Next up, we have Harry Miller, the man in the car, Gordon Elliott White.
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Thank you, Bob, and good morning.
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It's nice to be back in Watkins Glen.
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I first visited here in 1951 and 1952 when they were running the races on
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the streets of Watkins Glen, and as I recall, they had the Queen Catherine's
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Cup, and I was just told they also had the Seneca Cup, and then the Grand
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Prix was the piece de resistance.
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I was a freshman at Cornell in 1951 and a race fan, which led me to
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come over here to watch the races.
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While I was at Cornell, I ran a few rallies with my hot rod, one of which
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I actually want to the amazement of my mostly sports car competitors.
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My first photos are Harry Miller, one with his 91 cubic inch straight
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eight engine supercharged in the second with a supercharger.
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My subject today is Harry Miller and his legacy.
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Miller built both racing cars and engines, and his engine designs dominated
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American racing for nearly 60 years.
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Later, they were known as Offenheiser engines, but they were based on Miller's
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design and general engine architecture.
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They would have lasted longer in Indianapolis if the supercharge of
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boost pressures had not been limited to Protect the competing four can't
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afford engines, which couldn't take as much boost as the offing.
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Griffith Borgeson has described Miller as quite simply the greatest creative figure
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in the history of the American racing car.
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Harry was born in Menominee, Wisconsin, son of German immigrants.
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He had very little formal schooling.
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Menominee was a lumber town, and he learned mechanical trades on
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steam engines and other heavy equipment in the lumber mills.
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He left Wisconsin to seek his fortune in Los Angeles, working in a bicycle shop.
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He took correspondence courses in various mechanical subjects, which was
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the only technical training he ever had.
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At one point he worked as a foundry foreman, where he learned the
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art of casting, which became very important in his life later on.
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1960 went to work for the Oldsmobile Company and wrote as a mechanic on
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that year's Oldsmobile entry in the Vanderbilt Cup races on Long Island.
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Olds didn't do very well in the Vanderbilt Cup, and Harry returned to Los
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Angeles, eventually setting up a shop to produce carburetors of his own design.
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Patented several carburetor designs, and they were aftermarket
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carburetors on passenger cars.
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The Miller carburetor, however, turned out to be quite successful
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for racing cars, led Miller to do custom work for many of the racers.
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The Miller shop became the winter headquarters for many of the racing
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people, and he had customers including Barney Oldfield, Bob Berman, and
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Dario Resta, which at that time were the top people in American racing.
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As Miller built racing equipment, his design work followed the empirical
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habit of Americans, learning by experiment, much as had Thomas Edison,
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who designed the light bulb by trying out, I think, 200 different things for
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his filament, and Henry Ford, neither of whom had university educations.
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By comparison, in Europe at the time, trained engineers led most
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of the, uh, technical development.
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And, uneducated race drivers, Jules Goh, George Ballot, and Paolo Cuccarelli,
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were called Les Charlatans when they designed the first overhead cam engine
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for Peugeot, much to the disgust of the trained engineers that worked for Peugeot.
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Goh drove an overhead cam Peugeot to win at Indianapolis in 1913.
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Bob Berman bought it.
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Blew the engine in a race at San Diego and took the remains to
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Harry Miller to have it rebuilt.
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Eddie Rickenbacker, also on his terms, unloaded his broken down Peugeot
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on Miller, calling it the major mistake of my racing career because
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he made a tremendous car out of it.
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Miller, in the process of rebuilding the Peugeots, educated himself in
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the best European engine practices.
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The first complete car that Miller built was called the Golden Submarine.
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It carried one of the engines that he had designed.
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The engine was also, perhaps, to go onto an aircraft.
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And Miller hoped to sell those engines either for racing or airplanes.
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In 1916, Barney Oldfield had Miller build this radical enclosed
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racing car powered by that engine.
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As I say, it was painted in gold lacquer and became known as the Golden Submarine.
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Oldfield drove it in a number of races.
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It was not immensely successful, but it won a few races.
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At Springfield, Illinois, He crashed in the car caught fire.
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So after that, Barney cut off the rest of the body so he wouldn't be trapped in it.
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From the Golden Submarine, Miller went on to build a few more experimental
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racing cars, the best of them being the TNT, after Leo Goosen, who was
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a trained engineer and draftsman who came from Buick, joined his staff.
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Goosen supplied the technical knowledge of a trained engineer that Miller lacked, and
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he would go on to become the preeminent race engine designer in North America.
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Somewhat earlier, Miller had hired Fred Offenheiser as a machinist.
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Offenheiser had been trained in the railroad shops, and at the time, the
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railroad shops were what NASA became.
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It was the highest level of technical work and design in the country.
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From the Golden Submarine, Miller went on to build a few
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more experimental race cars.
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In 1920, four Miller engine cars were entered into Indianapolis,
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but none of them qualified.
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During the following year, Miller and driver Tommy Milton helped design a
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straight engine of 183 cubic inches that embodied much of the engine
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architecture that remains through the life of Miller and Offenheiser engines.
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Ira Vail qualified one of these 183s in Indy in 1921 1922, Jimmy Murphy qualified
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with a Miller engine and won the race.
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In 1923, Millers competed in several European Grand Prix.
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They finished well, although they didn't win a race.
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This next picture is a front drive 91 cubic inch Miller car, and the
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man in the background with the bowler hat is Umbrella Mike Boyle.
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Boyle was a business agent for the Chicago Electrical Union as his day job.
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And you wonder how he made enough money out of being the business
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agent to afford race cars.
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But that was Chicago.
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Through the rest of the roaring twenties, Miller engine cars would win
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five of eight races at Indianapolis.
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Even his engine sizes were reduced first to 122 inches and then to 91 inches.
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Supercharging were used to increase the horsepower, even while engine
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Displacements were reduced.
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This is Ralph Hepburn and a front drive Miller 91.
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This is a car I will mention again later on.
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At the same time, Miller was also producing a four cylinder engine
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of 151 inches for racing boats.
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Eventually, a slightly larger four was produced for dirt track cars
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that are now known as sprint cars.
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Miller engines were the top of the line of speedboat racing in the 1920s.
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Eventually, bandleader Guy Lombardo would win the gold cup in a Miller
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engine speedboat, which started out named My Sin, and he named it Tempo Fourth.
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By 1929, Miller was at the top of the heap in racing, but his and the Duesenberg
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brothers tiny 91 cubic inch engines had gotten a long way from the original
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Indianapolis racing, which was largely stock cars with the fenders taken off.
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This is a Miller 91 piston, supercharged straight eight.
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Actually, this piston is out of one of Leon Duray's 1928 front drive Millers.
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I got it when the Smithsonian took one of Duray's cars in 1993, and it had
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been restored by Bob Rubin, the donor.
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The change that Rickenbacker pushed through the AAA contest board led
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to what was called the junk formula.
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They banned supercharges and allowed stock block engines, 366 cubic inches,
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quite a bit more than any of the Miller engines really were ever built.
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Miller engines continued to win, and in the Annapolis, nonetheless.
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In the early 1930s, Harry...
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Designed a series of innovative chassis powered by larger 230
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cubic inch engines, unsupercharged, in accordance with the rules.
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But those were depression years, and he couldn't sell enough
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230s to keep his business going.
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This picture is short of Catlin in one of the 230 chassis with a 16
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cylinder engine, Miller engine in it.
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However, Harry got into the custom passenger car business, which he
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couldn't sell enough of them to keep his business going either.
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The next photo is of the engine, which I, I think this is a pretty
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impressive V16 Miller engine, which later went into a race car.
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When Miller went bankrupt, he left Los Angeles forever, and although he was
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broke, he was still considered a genius by people who wanted, uh, race cars.
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This is a, a Miller Ford.
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Preston Tucker was able to talk Henry Ford into having Miller build a series of
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ten race cars, very advanced race cars, to carry the, the new Ford V8 engine.
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Unfortunately, they started billing them in March for a race in May, and they
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were not able to test them adequately.
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While they had some good drivers, Ted Horn was on.
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Four were able to qualify, but all of them fell out of the race in
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35, largely because of an inherent problem with the steering gear.
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Which, of course, much discouraged Henry Ford, and he
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sequestered the cars for a while.
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Eventually, they got out and were used in other ways.
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The unsuccessful passion car probably put the nail in the
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coffin of Miller's business.
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And at the bankruptcy auction, Miller's shop foreman, Fred Offenheiser, bought
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most of the machinery and patterns and set up his own shop to manufacture both
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parts and complete engines, eventually changing their name from Miller to
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Offenhauser, although they were, of course, based on Miller designs.
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And next, Gulf Oil hired Harry to build them a series of race cars.
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Unfortunately, they specified that they run on Gulf pump gasoline, which was not
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a very good idea because other people were running race cars, particularly
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in Indianapolis, with, uh, racing fuel, which made a lot more power.
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Harry didn't have Fred or Leo to calm some of his flights of fancy.
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This car, you will see, has a radiator made out of chrome plated tubing.
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That was a mistake.
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It overheated immediately and had to replace it with, uh, rather
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ugly conventional radiators.
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In any event, they took these cars to Indianapolis, but they had problems
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of all sorts getting them qualified.
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The fuel tanks were the bottom of the frame there.
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Mark, do you think they're an aerodynamic item?
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I'm not sure about that, but they were certainly a hazard because when a couple
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of them crashed, the next picture is one that crashed, ruptured the fuel tank,
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the car burned up, killed the driver.
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As World War II approached, Miller moved to Detroit and designed both aircraft
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and marine engines for the military.
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Preston Tucker lured him into designing an engine for both an armored car
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and a fighter plane, but Harry didn't have the engineering skill
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or knowledge to meet the Air Corps requirements for a military engine.
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He was still designing empirically by trial and error.
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That didn't suit the, uh, military.
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Harry was then living in Detroit and he died in Detroit in poverty in 1943.
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Now this is Fred Offenhauser, who had taken over producing Miller engines.
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In the early 1930s, midgets had become a real force in racing, but they were
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generally powered by junk engines, motorcycle engines, and to move the
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show along, several people decided they needed a professional racing engine.
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Offenhauser had Leo Goossen essentially cut a Miller 183 in half to produce
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a 97 cubic inch midget engine.
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It was an immediate success until the late seventies.
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They put Offenheiser and, uh, had produced 450 of those engines.
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We'll note some of the successes that the 1959 USAC, which replaced 3A as the
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dominant sanctioning body in American racing, held a series of Formula Libre
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races, pitting midges against sports cars.
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And the most famous of these held on the road course at Lime Rock.
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Connecticut.
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Roger Ward and an often as a part Curtis defeated the cream
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of the world's sports cars.
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This is Ward and the Canberran midget about to pass George
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Constantine and then Aston Martin dbr to shock the sports car world.
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The midget could defeat them.
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And I had a little success with an office midget.
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This is my car.
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Bonneville 1989 Where I set a midget record of 156.
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902 and then I set an FIA 2 liter unblown record of 153.
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198.
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Probably the only car to set a speed record after winning top
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prizes is an antique show car.
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The Offenheiser Indy engines, as I say, were penalized by not being able to run
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as much boost as they would have liked.
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This is, uh, Mark Alderson in the last Alfie powered car to be entered at Indy.
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He was in line for a qualification run when time ran out.
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And that was the end of the Offenheiser engines at In Indianapolis.
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This, by comparison, is an indie off engine 270 cubic inch.
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As you can see, it's somewhat larger than Miller's 90 ones.
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The first of the Erbil Miller Engines was a 2 55 cubic inch produced in 1935
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for Kelly Patello who won the ND 500.
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with it that year, putting the often eyes are off the engine at the top of the list.
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A series of Indy competitors.
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A lot.
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Leo Grissom said to his dying day that the engine was really a Miller.
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The following 37 Indy races, the engines known as often as a 1 28.
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In fact, five years in Indianapolis, all of the qualifying cars were off the power.
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In 1946, Fred often has a sold engine business to Lou Meyer, Dale Drake, who
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continued it under the often as a name.
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As I said, the office was displaced in Indianapolis by the four cam
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Ford engine, but it came back in the 19 seventies with turbocharging
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to win five more five hundreds.
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The last off the qualify came in 1980 This is, uh, a Turbo
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Offy owned by Roll of Allstat.
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As I say, it was in line to qualify, but didn't make it.
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270, 255, and later Turbocharged Offy dominated championship
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racing for many years.
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The smaller midget engine simply overwhelmed midget racing.
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After World War II, an Offy engine and a KERS chassis were so dominant.
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It was an event of any other car or engine won a race.
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The 220 Sprint car engine was the class on the half mile tracks as
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well, though because it cost more than the, uh, modified Model A
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engines and other passenger car engines, it was in a minority.
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In 1957, the small block Chevy with many more cubic inches became competitive,
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and the last year an office won the Sprint car championship was 1959.
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As I said, Miller died in Detroit in 1943, almost forgotten.
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After the war, few people remembered him, or that the dominant off roader
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engine had become life as a Miller.
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It was not until a dozen years after Miller's death that Griffith
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Borgeson, editor of Sports Car Illustrated magazine, began to
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write about Miller and his engines.
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And people began to appreciate Harry Miller.
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Leon Duret had taken his two Miller front drive cars to France in 1929,
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after the last Indianapolis race, before they were outlawed by the rules change.
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He sold them to Bugatti.
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They remained in France during World War II.
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Borgeson discovered them there in 1959 and brought them back to the United States.
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One went to the Indianapolis Speedway Museum.
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By 1990, the newspaper I was working for had lost half its circulation
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and couldn't afford me in Washington.
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So I took early retirement, went to the Smithsonian as their auto racing advisor.
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This is a photo of me in the Dura A car at Bridgehampton when I was trying
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to persuade Bob Rubin to donate to the Smithsonian, which he did in 1993.
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Bulgeson's writing about Miller generated a movement among a
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group of car collectors to find surviving Millers and restore them.
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In the early 1990s, Mark Dees of Moorpark, California, Chuck Davis of Chicago, Dave
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Eline of Milwaukee, and Bob Sutherland of Colorado organized the Harry A.
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Miller Club, which each July hosts a meet at the Mile Track in Milwaukee, where
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restored Millers and other front engine champ cars can be exercised at speed.
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This is a photo of the, uh, field at Milwaukee with mostly
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Miller cars and engines.
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Many of Miller's drawings and blueprints have survived.
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For 25 years, I've maintained an archive of more than 12, 000 such
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drawings, originals of which are now at the Henry Ford Museum in Dearborn.
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By now, there are more Millers, many put together out of parts, than Harry built.
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The event at Milwaukee and shows such as Pebble Beach, Amelia Island, and Hershey
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pay appropriate honor to Harry Arminius Miller, a giant in American racing.
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Thank you.
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Thank you, Gordon.
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Do we have any questions for Gordon White?
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Gordon, you and I have worked together for a long time.
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I'm interested to just comment.
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There are a couple of things that remain.
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You might see in question that I'd like to bring up, but the, the first is
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that actually the design for the double overhead camshaft engine, the 183 was
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a result of the frustration of Tommy Milton with getting Duesenberg single
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overhead cam engines that he didn't think were up to level, but he did steal
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the specifications of the Duesenberg engines and brought them to Miller.
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Which, uh, produced, uh, the original, uh, double overhead cam, uh, Miller,
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which then he began to win races with a car called the Durant Special.
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And, uh, eventually, of course, uh, as I mentioned in my lecture, Jimmy Murphy
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and Harry Hartz got ahold of engines and eventually then, uh, Cliff Durant
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built, uh, I think a field of five cars.
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I'm interested, and I don't know if you've ever investigated this, but Jim O'Keefe
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and I were working hard on this question.
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And we believe actually that the first true full Miller racing car
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was called the Pan American, built prior to the Golden Submarine.
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It's never been fully accredited as such, and I'm wondering whether
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you have any comment on that.
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The final comment is just that, it's been said, there is really
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a real cult of Miller lovers, me being one, although I don't own one.
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Miller's achievements, at least prior to losing his company, were a result
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of competition that was from both Lewis Chevrolet and Fred and Olga
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Duesenberg, who introduced supercharging at the Indianapolis 500, and others.
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It's a fascinating era of American development in which Tires, fuels, and
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metals, lubricants, all of these things were, in essence, developed in the
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board track era, largely by Harry Miller and the Duesenbergs and, and, uh, and
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Louis Chevrolet, but comment is rather too long, except to say that I'd be
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interested to know if you've investigated.
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the Pan American as a car and whether or not indeed it was the
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first true full car built by Miller.
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From what I know, that's a, an unfounded rumor that might possibly be true.
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It's clear that Miller took advice from, uh, Milton and other drivers, car owners.
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He didn't do a lot of on track testing, a little, we have a few photos.
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Most of the testing was done in races and if things didn't work,
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they came back to Harry and said, you gotta fix this, you gotta fix that.
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And that continued through, often I was admiring Drake and Drake engineering.
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But I'm not really aware of definite knowledge on the Pan American.
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When did Henry, or did he, have any interest in aerodynamics and
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the streamlining of his cars?
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You could possibly say the Golden Submarine was an
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experiment in aerodynamics.
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It was certainly more aerodynamic than contemporary race cars at that point.
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It did not prove to be a world beater.
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As we saw, Barney Oldfield, likely to be trapped in a closed car, took it off.
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Pods on the Gulf Miller cars.
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If you look at them carefully, side pods there could be seen as an air foil.
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It was thought that perhaps Miller was designed to give downforce.
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That's as much as I'm aware of serious aerodynamics.
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Of course, the front drive cars without a drive shaft under the driver allows him to
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sit lower and they had less frontal area.
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So that was an aerodynamic advance right there.
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Gordon, one last.
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Gentleman in the back asked, has any of the tooling survived?
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Hoffenhauser or Miller, what have you?
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Not that I'm aware of.
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I've got photos of some of the Miller machine.
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Er bought some at the bankruptcy auction in 33.
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He's also said to have taken some out of the back door before the auction.
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Meyer and Drake undoubtedly got some when they bought out Fred er.
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I knew John Drake talked to him.
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I don't think anything had survived from Millers shop.
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His machinery was run at first by overhead shafts as machine shops were.
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running those days.
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Eventually they electrified some of the machinery.
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Machinery from the late 20s was probably not really useful by the time
23:18
that John Drake went out of business.
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Some of the patterns have survived.
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Bob McConnell has a number of patterns.
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Kendall Merritt has a number of patterns.
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Dean Butler had quite a few and he sold them to somebody in Troy, Michigan.
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Unfortunately, during the Meyer and Drake years, patterns that were
23:35
clearly obsolete were thrown away and some of them were burned up.
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A few people rescued some of those obsolete patterns.
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So I never have survived.
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So if you really want to cast your own Miller 255 block, you can do it.
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Gordon, thank you again.
23:52
Thanks very much.
23:53
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