AUTO HISTORY

The Mobil Economy Run

Determining fuel economy ratings for new vehicles is now a highly scientific procedure conducted under closely controlled conditions. Cars are “driven” on a dynamometer through a prescribed program at varying speeds to simulate real world conditions. While the results usually don’t relate directly to the economy experienced by regular motorists, they are a guide, and are comparable vehicle to vehicle. It wasn’t so in earlier days, prompting the Gilmore Oil Co. of California to inaugurate its Economy Run in 1936. It was for production cars driven in “real world” conditions. Although a far cry from today’s scientific tests conducted by engineers, it did demonstrate what a careful driver in a well tuned car, using the sponsor’s fuel and lubricants of course, could achieve in typical driving. With the sale of Gilmore to Socony-Vacuum Oil Co. in 1940 the contest was renamed the Mobilgas Economy Run, later just Mobil Economy Run. It ran annually until 1968 except from 1942 to 1949 due to the Second World War. It went international in 1955 in such countries as Great Britain and Australia. All auto manufacturers were eligible and routes varied over time, gradually growing longer. In 1950 it ran from Los Angeles through Death Valley to the Grand Canyon, and in 1959 from Los Angeles to Kansas City, Missouri. In 1964 it was cross-country from Los Angeles to New York. Courses were designed to include a wide range of temperature, terrain and elevation. The event was sanctioned and sponsored by the American Automobile Association until 1955 when it came under the United States Auto Club. Manufacturers provided the drivers and the monitoring agency bought the cars randomly from dealers. An agency monitor stayed with the car continuously from purchase until the run was over to prevent creative mechanics from changing carburetor jets and fiddling with air cleaners or ignition timing, etc. Hoods and chassis were sealed and a break in period was allowed. A special gasoline tank was installed in the trunk to ensure accurate fuel measurement, and an observer rode in each car during the run. There were several classes based on engine displacement or other criteria such as car size. Up until 1958 the results were calculated on a tonmile-per-gallon basis (mpg multiplied by car weight in tons). Although meant to create equality among cars of all sizes and weights, it tended to favour heavier cars. From 1959 on the actual mpg figure was used and of course compact cars took over. The riding observer would assess penalties for infractions such as coasting with the clutch disengaged. They ensured that all speed and traffic laws were obeyed and that drivers maintained the specified average speed, typically 64 to 72 km/h (40 to 45 mph). Observers rotated regularly from car to car to prevent them from “going native” with the two person crew. It was restricted to men until 1957 when women were allowed; some female drivers proved to be very capable fuel misers. Manufacturers could specify the make, model, engine, transmission, axle ratio, etc. of the car to be bought by the monitoring agency. These were to be combinations available to the public and it led to some imaginative approaches. It was rumoured, for example, that American Motors would specify a compact Rambler American with an overhead valve six and ultra high 2.87:1 rear axle ratio. It was a combination that few buyers would order, but AMC produced enough such cars to supply dealerships so agency buyers could find them. Needless to say AMC was a dominant force, but it wasn’t only their shrewd exploitation of the rules. They also had the most proficient economy driver in the business, company engineer Les Viland, a carburetor expert and real highway featherfoot. The result was many victories for Ramblers. In 1959, for example, the winning Rambler American averaged 25.29 mpg (U.S.) (9.3 L/100 km). AMC was so successful that for a time AMC and Studebaker were relegated to a special class so the big three (General Motors, Ford and Chrysler) would have a chance. Drivers became extremely proficient at squeezing the last mile out of each gallon. They keenly monitored traffic conditions, signals and terrain and drove smoothly and steadily. It is said that some even drove in their bare feet to detect the slightest throttle movement. The Mobil Economy Run was discontinued in the U.S. in 1968, although it continued for a few years longer in other countries. The advent of U.S. Corporate Average Fuel Economy (CAFE) standards in 1977 would have rendered it obsolete anyway. The EPA method is no doubt more scientific and accurate, but somehow having drivers test their skills against traffic, weather and terrain in real world conditions adds a much more romantic aura to the procedure, whether they wore shoes or not.