History of the Early American Automobile Industry
Just as the year, 1906, was the one of the best years in the industry, 1907 and 1921 would rival to be the worst. It all started in early 1907 when the banks realized that the public was mortaging their homes to buy cars at an alarming rate. Fearing that this would lead to an eccessive amount of foreclosures, they stopped giving loans. This lead to a huge backup of automobiles at the factories and production came to a standstill.
It would be forever known as the 1907 Bank Panic. The middle of the road car sales took a nose dive and stocks of these models began to pile up in factories and show rooms. Since 1902, as it is today, the new model years would start in July so enough could be made to meet the automobile show orders the following year. Not knowing what 1908 would bring, except for mechanical changes, no new models were made for the following year. It became doomsday for a lot of well known names during these time.
Some of the new companies that were just getting started had bank managers seizing their stock and a lot more escaped foreclosures by the skin of their teeth. However, there was a great number of new companies who were in the midst of developing their cars who continued to proceed into production. They had no other choice. This page shows a great number of them that started production in late1907 and all but two were out of business by the end of 1909. They were S. R. Bailey & CO, Amesbury, MA and Staver Carriage Company, Chicago, IL By 1914, both of these were in dire trouble and out of business within two years.
Several manufacturers in the big cities sent their surpluses to other regions of the country that were hurting for automobiles and were able to withstand the downturn. Cadillac had a thirty percent drop in sales and Oldsmobile sales were pitifulluy low and was ripe for Durant's acquisition for his General Motors dream. Durant hid his surpluses in a vacant yard behind his factory. Buick, Ford, and Maxwell were amoung the few that had increases in sales. However, the big factory that Durant was building in Flint was put on hold and 4,000 workers lost their jobs.
Col. Pope lost all of his Pope automobile companies, except Pope Hartford and saw each one of his factories being sold to other manufacturers. It put a strain on him that he never recovered from and he died within two years at the age of 63. The flagship of the Selden Patent, Columbia, was sold to Ben Brisco, owner of the Maxwell Automobile Co., in 1909. The irony of this is that George Selden had re-entered into making cars with his 1908 Selden andhad to pay Brisco his percentage of each sale.
This advertisement was taken from the 1910 Amesbury Town Registery
1911 Bailey Electric Automobile
1912 Bailey Electric Roadster
1912 Bailey Electric RoadsterA somewhat novel vehicle in the electrical field is the Bailey roadster, a specially low-hung type, with a 106-inch wheel base in length and resembling a gasoline car. The make-up of this vehicle combines wood frame with steel bracing, and the battery equipment of Edison cells, which is guaranteed to give a big mileage. The car is geared for high speed, a rating of 30 miles an hour being standard. The chassis design is different from the ordinary in that the motor is located in rear of seat and transmits by chain to the jackshaft.
1912 Bailey High Speed Roadster
1913 Bailey High Speed Electric Automobile Advertisement
1912 Bailey Electric Runabout
Copied from the November, 1911 Carriage Monthly Magazine
An Electric Car That Does What a Gasoline
There has been in the minds of motor vehicle buyers and the motor vehicle trade, itself, the impression that the electric car can only be considered as practical in city work, involving very short runs, but it has remained for the S. R. Bailey Co., Amesbury, Mass., to prove that an electric car can be made that will do what a gasoline car will do, and made without any freak features at that. At the recent electric exposition at the Grand Central Palace. New York City, the Bailey company exploited an electric runabout, designed by them to meet the requirements of the Edison Illuminating Co. of Boston, who use at the present time a number of horse vehicles and gasoline cars for getting from place to place over the large area covered by their service. The car was run from Boston to New York, previous to the Exposition, covering the distance, 244.8 miles in 12 hours' and 4 minutes' running time. This was done without any unusual delay in making the trip, the battery being "boosted" during lunch times. The occu- pants of the car, Colonel Bailey and a representative of the Edison Illuminating Co., put themselves to no inconvenience or unnecessary delay whatsoever in having the car replenished with "juice." In other words, the operation was exactly the same as filling the tanks on gasoline cars, which would be the ordinary procedure during lunch times on a long run.
On the strength of the performance of this car, the Edison Illuminating Co., Boston, placed an order for six duplicates with the Bailey company, and it has been formally announced in the advertising of the Edison Illuminating Co. that they will replace all of their gasoline cars and horses with electric cars as quickly as practicable. The car, which is illustrated herewith, has a wheel base of 104 inches and 34 x 3 1/2 -inch tires. As will be noticed from the picture, it has a very low center of gravity (less than 18 inches), while the road clearance is 11 inches full. The seat is 30 inches from the ground to the top of cushion. The car has wheel steer with the famous Bailey control on the top of the steering wheel. The control is arranged to provide a top speed of 26 miles an hour, and intended to maintain an average of 20 miles an hour on the road, an unusually good average. The drive is by chain.
The power equipment is on three point suspension. The battery is a 60-cell, A-4 Edison, and the motor is a 60-volt G. E. The total weight of the vehicle is 2,200 pounds, and the price, including top, electric horn, speed meter and lamps, is $2,500. A very useful and valuable feature is incorporated in the lamps, which are arranged to give three degrees of brillianceone for normal use on the road; a dimmer light for standing at the curb; and an above normal light for use on very dark country roads or in muddy and rough places where a good light is necessary to see the way satisfactorily.
1912 Electric Victoria Phaeton is now in the Frick Automobile Museum
In 1913, Mr. Bailey donated two automobiles to the Ford Museum. One was a 1913 coupe with fold-down top. The other one was a 1911 Victoria Phaeton that Edison used to test his batteries known as "Maude". The Ford Museum deaccentioned the Bailey automobiles in 1975.
1912 Bailey Electric Roadster with Weather Gear
Copied from the March 15, 1913 Edition of the Electrical World Magazine
Electric Apparatus at the Boston Automobile Show
The Boston Automobile Show, for pleasure cars only was opened at the Mechanics' Building, Huntington Avenue. Boston, Mass., on the evening of March 8, to last one week, and was characterized by a representative display of the latest models of gasoline and electric machines, ranging in character from the motor cycle to the highest powered and most luxurious touring cars. There were about 300 exhibitors, including accessory manufacturers and dealers. The use of electric self-starting methods and electric lighting has become standard practice with the makers of the highest grades of gasoline cars. The electric automobile display is somewhat scattered this year at Boston, but contains many admirable examples of the brougham and roadster types of equipment. One of the latest models shown, which has been brought out since the New York and Chicago exhibitions earlier in the season, is a new roadster built by S. R. Bailey & Company, of Amesbury, Mass. This machine, known as the company's Model "F." is said to give 125 miles per charge at an average speed of 20 miles per hour, the maximum speed being in the neighborhood of 27 miles per hour
1913 Bailey Electric Model F Roadster
S. E. Bailey & Co. of Amesbury, Mass., have introduced two styles of commercial vehicles in the 1914 electric salon, one a light service runabout with baggage carrying facilities at the rear of the seat and the other a 300-pound delivery wagon mounted on a roadster chassis.
In the 1914 Motor Age Magazine, there were several articles that Ford Motor Company was going to build an electric car. Henry Ford kept denying it. However in Margaret Rice's book "Sun on the River", the Bailey Family History, she states that negotations had been on going with the Ford Company and Biley Electric to join forces in building an electric car for Ford, but nothing came of it.
1914 Bailey Electric Open Touring Automomobile
This model was evidently made as a prototype for1915 production. Is not mentioned in ny publications of the period or in Margaret Rice's "Sun on the River" book of the Bailey Family History. It is mentioned that his last invention was a special made single-glass windshield that he patented. Even through 1922, most models were still using the double -glass window shields
Copied from May 5, 1913 Electrical Magazine
Bailey had taken the trip to Chicago to try to raise financing for his company which he failed to do. The S.R. Bailey & Co was in dire financial troubles. The company owned the largest factory building in Amesbury and had several other tenants that were in the automobile industry, including Biddle and Smart. Several of these tenants were unable to pay their rents and with no bank support, he was faced with the only thing that he could do was to close down. In October, 1915. He sold his building to Biddle and Smart, but he kept his machinery and leased a sectioBaileyn of the building. One evening, he and his son, Edwin, walked through the empty building and gave his keys to Biddle and Smart.
Copied from the February 13, 1907 issue of the Horseless Age Magazine
The most casual observer at the Sixth Annual Automobile Show held in Chicago could not help but observe the numerous exhibits of what might be called the buggy type of automobile. These machines are distinctly of American origin and were necessitated by the peculiar road conditions existing in many of the more unsettled districts of the country. Such roads as are met with in these localities practically do not exist in France, Germany, or England. The modern touring car represents the gradual development of a machine which is adapted to conditions in Europe, and is not by any means a suitable vehicle for use on the American roads referred to. The buggy type of automobile, as its name implies, looks very much like a buggy with a piano box body, is fitted with large wooden wheels shod with iron tires, which gives it road clearance sufficient to pass through deep mud holes and over protruding stones and stumps without scraping the differenial or striking the flywheel. A single horizontal or two cylinder opposed air cooled motor is usually used, and the drive is by means of a rope or steel cable working over a large sheave clamped to the spokes of the rear wheels.
These vehicles are certainly anything but prepossessing in appearance and are not capable of developing much speed, but are well suited to the needs of persons whose misfortune it is to travel over stretches of country where the roads are all but impassable. On fairly good roads a speed of twelve to fifteen miles can be attained, but in many of the places where they will operate four miles an hour would be considered good progress. These Western vehicles supply a want for which the standard type of touring car is not at all suited. For doctors they should prove of special service, and if properly constructed, suitable material being used, such automobile buggies should last for many years of comparatively hard service. We believe they are destined to become a
1907 Continental Runabout
1907 Diamond T Roadster Automobil
The Diamond T Motor Car Company was formed in Chicago, IL, in 1905 by C. A. Tilt, who had just completed his first car. He was a cautious man and did not start its manufacturing until 1907 with two model styles, a runabout and a touring. Fifty cars were built the first year. They were big and rugged..The roadster could be had as a two or four passenger. It had a four-cylinder, four-cycle, vertical, water cooled, 50 H. P. engine. It had a reverse and three forward speed sliding change gear with shaft drive to rear axle. The wheels were 36 inches, the wheel base was 114 inches. The gas tank held 25 gallons and was located behind the rear seat and the total weight was 2,600 lbs. The touring car was priced at $4,300 fully equipped.
He built his cars until 1911 when he built a truck for a friend. He concrentrated on trucks and they were the hallmark of the trucking industry well into the 1950's.
The Chicago Coach and Carriage Cmpany, Chicago,IL, began experimenting with manufacturing an automobile in 1905, but it was not put into production until 1907. Like the Hosman models, it was a high class High Wheeler that used rope drive until 1908, the air-cooled engine was moved from under the seat to a hood and a fake radiator. However, the alterations did not spark sales and by 1910, it faded intto oblivion.
1907 Williams Electric Vctoria Phaeton
In 1906, Harry J. Williams, Akron, OH, introduced a an automobile made out of sheet iron. It had a few features that he called revoluntiary. The body was very heavy for the car, but he did find some backers and the Williams Motor Cariage Company was formed. The company was moved to Cleveland before production was begun and took over the Blakeslee Electric Automobile Company which had been The Williams electric is a copy of the Blakeslee electric victoria. It was put into production in 1907, but ceased shortly for absymal sales. Williams left the company in 1907.
1907 Vandegrift Autocycle.
James N. Vandegrift, of Philadelphia, has invented an autotomobile built on the principle of the bicycle. In its design he has had the assistance of Henry G. Morris and Pedro G. Salom, also of Philadelphia, who were among the first to build electric vehicles in this country. The machine weighs 380 pounds, carries two passengers, and has a 6 horse power two cylinder gaso-line air cooled motor. The maximum speed is claimed to be 45 miles an hour. It can be turned around in a radius of 7 feet. The small "balance wheels" on the sides carry little or no weight, and as the speed of the vehicle increases the load on these wheels decreases. The axl; connecting them is provided with a link check spring device under either side of the body. These springs under normal conditions take little or no weight, but are adjustable to carry any weight desired.
1907 Klink Tonneau Automobile
1907 Klink Runbout Automobile
John Klink was a photogapher who lived in Dansville, NY. In 1906, he asked Harvey Toms, a bicycle repairman to build a car for him, which he was able to drive by July. He liked it so much that he decided to go into business making them and he asked another Dansville businessman Charles Day, to join him. They sold enough stock to organize the Klink Motor Car Manufacturing Company. In March of 1907 with a capital stock fund of $400,000. A vacant chair factory was furnished and fifteen workers began building the Klink cars. Charles Day was the superintendent and Harvey Toms was the foreman. In May, the first one was finished and it went to a stock holder in California who had put up more money than anyone else into the company. Three models were made that consisted of a six-cylinder 30 H.P. runabout, a five passenger touring, and seven passenger touring. Good reviews of the Klink cars were made at the New York Automobile show.
1909 Klink Automobile Model 35
Charles day walked out of the business because of a disagreement with Klink in July, 1909 and severely short of cash, the factory was closed in late September. Klink tried again in 1910 by assembling cars from left over parts, but no one was interested. Klink gave up and went back to his former profession.
1907 Klink Automobile Advertisement
1907 Holmes Runabout Automobile
Copied from the 1907 Mtor Age Magazine
The Holmes Motor Vehicle Company, of East Boston, Mass., are exhibiting two types of friction driven cars which possess certain points of novelty. Type H is a four cylinder, five passenger vehicle, and Type S is a double cylinder opposed car of the same passenger capacity. The former is equipped with a Reeves
The Holmes automobile was put into production in 1906 by the Charles Holmes Machine Company, Cambridge, MA. with an air-cooled 30 mph five-seat air-cooled touring car priced at $1,375.00 or a water-cooled model for $1,400. Also offered were either a two-cylinder runabout for $650 or a four-cylinde for $750. The company went into bankrupptcy in 1907.
1907 Kermath Speed-Away Automobile
The Kermath Motor Car Company, Detroit, MI, specialized in one model known as the Kermath Speedway roadster. It was known as a gentleman's roaster. It had a high-powered, eight-cylinder, water-cooled motor with 4 inch bore and a 43/4 inch stroke that produced 50-60 hordepower.
The company quickly ran out of finances and folded before the year's end.
1907 Hewitt Touring Automobile
In 1906. the Hewitt Motor Car Company, New York City, owned by Edward Hewitt, bought the Selden license from the defunct Standard Motor Construction Company and made its first car that had a single -cylinder engine. A four-cylinder touring and a limousine was also offered. Most of the single-cylinder models were exported to Europe. The 1907 models were eight cylinders which he claimed to be the first made in America, but evidently, he did not know that the 1905 Buffum cars had eight cylinders. Trucks were also a part of the Hewitt company and it was absorbed by the Metzger Motor Car Company in 1907, the Hewitt trucks were continued until 1912 when it was absoerbed by a corporation that included the Mack trucks.
Pratt Six Wheeler
1907 Pratt Six Wheel Automobile
Charles C. Pratt, owner of the Pratt Chuck Works, Frankfor, NY, built his 75-horsepower, six-wheel vehicle in 1907. The wheel base was 168 inches and there were three rows of seats. It was driven by the rear wheels with the middle and front wheels doing the steering with the middle set at a lesser angle than the front. Two steering wheels in the front did the steering. He made it for himself and it never went into production.
1907 C. F. Touring Automobile
In late 1907, the Cornish-Friedberg Motor Car Company put its C. F.model into production for the 1908 season. For all practical purpose it was one of the many generic automobiles that were being built during this time. It was a five passenger touring model with a four-cyclinde, four-cycle, water-cooled motor that produced 35 horsepower, The selective transmission was a three-speed and reverse with sliding gears. 114-inch wheelbase. 32 X 4-inch tires, weight 2400 lbs and priced at $2,250. The company went out of business before the end of the year.
1907 Albany Automobile
The original Albany automobile was designed in 1905 by John L. Lulley and it was a typical model with the engine under the seat and tiller steering, steel wheels and no fenders. It was produced as a touring and a runabout. The 2-cylinder air-cooled motors produced 18-20 hp. With several local backers, the Albany Automobile Company, Albany, IN, was formed in late 1906 and production began in early 1907. However, within a short period, the backers wanted some asthetic changes made to make it look like a proper motor car. A false hood and wheel steering were added.
1908 Albany Automobile
The engine was changed to three cylinders and the motor was under the hood. These changes did not improve its sales and after 850 were produced, the company declared bankruptcy.
1907 Servitor Rubabout Automobile
1n 1907, the Barnes Manufacturing Company, Sandusky, OH, owned by H. C. Barnes, began to manufacture automobiles with two models, Servitor and Barnes. The Servitor by stated that "It is all the name implies". It was advertised as "A Car for Service" It was powered by a 20-horsepower motor on 90-inch wheel base with shaft drive and a patented two-speed planetay transmission. Only a two-seated roadster was offered and sold at $1,250. It was built only in 1907
1907 Servitor Automobile Advertisement
Barnes continued to build cars in his name, but, there is no clear cut records as to how long that the Barnes automobile was in production, nor the one the same Barnes who took over the Anhut Motor Car Company, Detroit, MI, in 1910
Late in 1906, Charle B, Hatfield and his son, Junior, incorporated their Hatfield Motor Vehicle Compnay in Cortland, NY, to build a high wheel vehicle to be called a Buggyabout ot Unique. It was put into production in early 1907. The motor was of the two cylinder opposed, air cooled, four cycle type, rated at 12 horse power, and was located transversely under the seat. The drive was by means of friction discs, countershaft and side chains to the rear wheels. The wheel base was 74 inches with 38-inch front wheels and 42- inch rear wheels, giving a road clearance of 16 inches. Full elliptic springs placed crosswise at the front and rear are used, the axles being separated by reach rods. The complete vehicle weighed 800 pounds.
The company was relocated to Miamisburg, OH, in 1907 and the name was now the Hatfield. It was a typical high wheeler of that period, but it had a double-chain drive. The running gear and body were made by the Kauffman Buggy Company also located in that town. When it wen into receivership in 1908, it was merged with the Kauffman Company. Advanced Motor Vehicle Company was formed to make the Kauffman cars. Charles Jr. went on to make the O-We-Go cycle car in 1913.
Copied from the 1907 Horseless Age Magazine
The Town Car
No doubt the enormous demand for pleasure cars, expressly designed for touring purposes, and the large prices which can be obtained for them, has until now deterred manufacturers from entering the rather prosaic field of providing gasoline cabs and town cars. These occupy a field between the pleasure car and the strictly commercial vehicle, and partake, in a measure, of the characteristics of both. The passenger vehicle of utility must possess the luxurious qualities of the former in combination with the serviceability of the latter. Fortunately, the technical problems presented by the town car do not possess the
In a way the demand for town cars has been met for several years by the use of touring car chasses fitted with closed bodies; but it has been evident to all thoughtful students of the subject that this expedient offers but a crude solution of the problem. For convenient town use, both as public cabs and as private town vehicles, it is evident that chasses of considerably shorter wheel base than common in touring car practice are advisable in point of ease of handling. Furthermore, the necessarily lower speeds prescribed by city conditions call for vehicles of lower horse power, which means cars of less weight, and hence
It is always of advantage for an industry to be founded upon a utilitarian demand rather than upon the requirements of pleasure or sport, and it would seem that excellent business sense underlies the proposition of entering upon the manufacture of vehicles of utility for city service.If manufacturers decide to devote a portion of the energy which they have hitherto lavished upon large, high powered, high speed pleasure cars, to the development ofthe urban car, and also a portion to the working out of the low priced runabout, it canot fail to place the industry upon a more substantial basis than at present. More than "one string to the bow" is a safe thing in any line of business.
Copied from the 1907 Horseless Age Magazine
The Gearless Transmission Company, Rochester, N. Y., who are well known to the trade as manufacturers of frictional transmissions, have now entered the lists of automobile makers with two large and fine appearing touring cars, both employing the novel system of frictional transmission recently brought out by
1907 Gearless Model 60 Touring Automobile
1907 Gearless Model 75 Touring Automobiles
In the fall of 1905, the Geerless Transmission Company was incorporated with a capital fund of $500,000 by I. L Fairbanks, John Breyfogle, and L. A. Burleigh and production was started in late 1906 for the 1907 season an they price was not cheap. A Greyhound roadster with the hood being the half the lenght of the car. The high prices were a hindrance for profits and some thought was given to the friction drive as being the cause. In 1908, the company was reorganized as the Gearless Motor Car Company and additional financing was made available.The 1909 models had lowered-powered four-cylinders with cheaper prices and a model with standard transmission that was named the "Olympic". Before it had a chance to turn a profit, the company went bankrupt.
1907 Gearlwss Automobile Advertisement
Copied from the 1907 Horselles Age Magazine
The Buckboard as a Commercial Vehicle
1906 Waltham Light Delivery Wagon
The very light commercial car of the buckboard type has of late invaded many fields, being used by several electric lighting plants, in the West and Middle West, for trouble service; for light goods delivery, dry goods, florists, plumbers, painters and decorators, and rural mails. One Chicago concern uses twenty of these cars, which have a carrying capacity of 600 pounds each, besides the driver, for the city retail delivery of dry goods. Another firm located in Schenectady uses several for the carrying of parts and material from one part to the other of their plant, which is very extensive, covering a strip of ground
A great many people look with contempt upon these little cars because of their unconventional appearance and the exposed location of the mechanism. When one stops to consider impartially, however, the merits and demerits of such a construction, as applied to light commercial work, it takes on a different aspect. The vehicles are very light (as they should be), provided with a small high speed engine, air cooled, using very little fuel and oil, and are low geared, giving them ability to pull a load and at the same time keep the speed within reasonable limits. For short quick trips the exposed position of the engine and power plant is very satisfactory, making it readily accessible when adjustment is necessary, and thus shortening the time of delays. In addition to this their light weight makes them very easily handled and also easy on their tires. These tires do not therefore need to be so large and expensive as those of a heavier car must of necessity be. This is an item in both first cost and upkeep that cannot well be overlooked. The low first cost and small cost of upkeep and the satisfaction given in service in the majority of cases seem to indicate that cars of this type will be even more largely used in the commercial field, to which they are adapted.
1907 Anderson High-Wheel Model B Automobile
The Anderson Carrige Manufacturing Company, Anderson, IN, decided to make automobiles and their car was a two-cylinder, air-cooled friction-drive vehicle that was nothing else but a high-wheel vehicle that was built for a segment of customers of certain needs. A model C with smaller wheels with pneumatic was reluctly offerd. They were in busiess for three years before closing down.
1907 Bailey Runabout Automobile
Copied from the 1906 Motor Age Magazine
The Bailey Automobile Company of Springfield, Mass., is manufacturing a runabout fitted with a 20-24 horse power, revolving cylinder, two cycle air cooled motor. The motor has four cylinders, arranged radially around a crank chamber of manganese bronze. All the four pistons are connected to a single throw crank shaft, which is held stationary. Both the pistons and the cylinders revolve, and there are no reciprocating parts in the engine. These
Two brothers, Julian and James Perkiners, owners of a machine shop, made a runabout prototype that they named the "Perkins". Not having the finances to produce it, they sought financial help and it was given to them by Bertram Bailey in the amount of $20,000. The Bailey-Perkins Motor Car Company was established. The brothers quickly spent the money and still did not have a car. More investors were convinced to invest and the Bailey Automobile Company was capitalized for $500,000. Production was begun in February of 1907 with a runabout. More body styles were soon made followed by going back to the roadster in 1910. The Bailey company was trying to figure why there were not many sales. The running board was two feet from the ground and making a person have to crawl to get into it. Consequently, they went out of business in 1910.
1907 Pennsylvania Touring Automobile
The Pennsylvania Auto-Motor Company, Bryn Mawr, PA, was organized in late 1906 to manufacture their Pennsylvania model automobile.It was introduced at the Grand Central Palace , New York that fall as a 1907 model year. It had a four-cylinder, 45-horsepower motor. The following models had the company's designed motors that were four and six cylinders ranging fom 29-75 horsepower with price tags from $2,100 to $4,750. J. M. Quinby & Company made the bodies and the cars used this in their advertisements. The company was in financial trouble in 1910, but a plan was agreed to let the company keep working. Quinby sued for reneging on the contract before the full amount was delivered. The company went into bankruptcy shortly thereafter.
1907 Silent Knight Touring Automobile
Charles Knight was the publisher of the Dairy Produce Magazine in Chicago, IL. The constant knocking noise from his car as he drove around irritated him and he decided to build a noiseless engine. In 1904, he designed a sleeve-valve engine that was noiseless and he called it the Silent-Knight. He formed a partnership with L. B. Kilbourne in 1905 to build a number of his engines. This led to his building the Silent-Knight automobile to induce other manufactures to license his engine. However, when put to test, problems were found that gave the engine a bad name. In 1907, he then decided to go to Europe to try his luck there.
The English Daimler Motor Car Company saw that his engine could be very successful with a few modifications and bought a license. Shortly thereafter, most of the other Europen manufacturers followed suit. Wanting to capitalize on his success, he returned to America and before long, several prominent makers were buying licenses. There was one stipulation to this and that the Knight name would be used as part of the model name..Hence, Moline Knight, Stearns Knight, and others adapted his motors.
1907 Harper Automobile Runabout
Thye Harper runabout was produced in January of 1907 by the Harper Buggy Company, Columbus City IN. The little runabout was powered by a two-cylinder, water-cooled , 14 power engine. The transmission was a planetary change speed gear with two forward and reverse settings. The wheel base was 76 inches and the weight was 1250 lbs. The price was $800. In 1908, Harper gave up on the automobile and returned to buggy making.
1907 Jenkins Special Touring Automobile
William Jenkins was a shoe maker in Rochester, NY, who in 1907 decided to manufacture automobiles. He formed the Jenkins Motor Car Company to build his Jenkins Special that was a water-cooled , four-cycle, four cylinder with a top speed of 45 mph. A side lever operated the three speed transmission that had a shaft drive . The wheelbase was 112 inches with 34-inch wheels. Five or seven passenger models could be ordered. the weight was 2,600 pounds and the price was $3,000 fully loaded. The Jenkins was just and ordinary car that never changed and in 1912, he decided to quit the business.
1906 Ariel Touring Automobile
Because the Ariel, made in Boston, MA, owed the Siinclair-Scott Company, Baltimore, MD, a huge sum of money for parts and was unable to pay, the Ariel was absorbed by Sinclair-Scott in hopes some of its money could be recouped. The 1906 Ariel became the 1907 Maryland automobile with the Maryland name on the radiator. It was a four cylinder, water-cooled with overhead valves that delivered 26 horsepower. The wheelbase was 112 inches and weighed 2,350 pounds and priced at $2,500.
It was shown at the Baltimore Automobile Show in January, 1907. The car was was a money losing proposition for its duration to 1910, when Sinclair-Scott shut it down.
1907 Okey Roadster Automobile
Perry Okey was a sixteen-year old electrical apprentice for the Columbus, OH, Electric Company in 1896 when he decided to build a gasoline automobile. It was a tricycle with a four-stroke water-cooled engine of his design. His work was experimental until in 1900, he started building and selling one car a year. By 1905, he had switched to two cylinders, two-stroke engines and was now making five cars a year. The Automobile Cycle and Trade Journal columnist, Hugh Dolnar, drove the car and was so impressed wit it that he tried to get investors to put it into production. Just enough financing came forth for Okey to start his Okey Motor Car Company in January, 1907. It was a three-cylinder, two-stroke, 20 horsepower runabout with shaft drive on a 92-inch wheel base that was priced at $1,400. The money ran out iin November and the company went into recership with the understanding that its production would continue until parts were exhausted.
1907 Euclid Roadster Automobile
In 1907, Herbert Palmer made a second attempt at making automobiles shortly after his Palmer model had gone under in Astabula, OH. This one would be named Euclid and was manufactured by his new Euclid Motor Car Company, Cleveland, OH. It would be a roadster with seating for two or three passengers. The motor was three cyclinders, two cycles, and ait cooled developing 20 horsepower. The wheelbase was 100 inches with 30-inch tires and priced at $850. A touring car was also offered at $1,000 and both models came complete.
John H. Behrens organized his Triumph Motor Car Company, Chicago, IL, in1907 to manufacture his Triumph automobile. The marketing was done by Christopher Brothers who owned an automobile dealership. The motor was a four-cylinder, four-stroke, and water-cooled that was 30 horsepower. The wheelbase was 113 inches and the tires were 36 by 4 inches. The touring car sold for $3,000 and the roadster sold for $2,250. In August of that year, the company was sold to Vincent Bendix and O. M. Delany who refined the compressedair starter. The management was left to Delany while Bendis busied himself with two new models which one was called the Bendix. 1912 was the last year for the Triumph.
1907 Triumph Automobile Advertisement
1907 Ranger High Wheel Roadster
The Ranger Motor Works was organized in Chicago, Ill, in 1907 with Oscar S. Smith as the owner. For the first three years, the model was essentially the same. The company was reorganized in 1909 as Ranger Automobile Company and in 1910, the model was introduced as a more convettial roadster model. By the end of the year, the company went into receivership