Knox Automobile Company
 The Car That Never Drinks | |
 1904 Knox Touraine Runabout | |
| Industry | Automotive industry |
|---|---|
| Founded | 1900 |
| Defunct | 1915, 1924 |
| Fate | Bankruptcy |
| Successor | Knox Motor Company |
| Headquarters | Springfield, Massachusetts, United States |
Key people | Harry A. Knox, Elihu H. Cutler |
| Products | Automobiles |
Production output | 10,835 |
The Knox Automobile Company, based in Springfield, Massachusetts, manufactured cars from 1900 until 1914 and continued producing trucks and agricultural tractors through 1924. Among its innovations, Knox is credited with creating the first modern fire engine in 1905 and introducing the earliest American vehicle equipped with hydraulic brakes in 1915.
History
Between 1895 and 1898, inventor Harry Austin Knox developed three prototype gasoline vehicles while working at Overman Wheel Company but departed when the firm decided to focus on steam-powered automobiles. In collaboration with Elihu H. Cutler of the Elektron Company, Knox established the Knox Automobile Company in Springfield in 1900. They took over the factory formerly owned by Waltham Watch Company and produced fifteen vehicles during their inaugural year.
The company's first offering, the Knox Model A, was a three-wheeled runabout propelled by a 5-horsepower single-cylinder air-cooled engine. By 1902, the lineup expanded to include a four-wheeled runabout powered by an 8-horsepower two-cylinder engine. Initially marketed under the Knoxmobile brand, the vehicles were rebranded as Waterless Knox from 1903 onward, accompanied by the slogan "The Car That Never Drinks." Some models featured a unique seating arrangement with passengers positioned above the front axle while the driver and an additional passenger sat over the engine compartment.
The "Old Porcupine" engine
Knox's hallmark flat-mounted air-cooled single-cylinder engine was notable for its use of 1,750 threaded studs embedded in the cylinder casing to enhance cooling efficiency, earning it the nickname "Old Porcupine." This powerplant generated 8 horsepower and was mated to a two-speed planetary transmission. Located centrally within the chassis, this engine powered vehicles until 1905. Additionally, a two-cylinder version was introduced in 1902 and remained in production until 1907.
Growth
At its inception in 1900, Knox priced its one- and two-cylinder automobiles affordably at $750, with prices rising to a mid-market range by 1904. The 1904 Knox Tuxedo Touring model came equipped with a 16-horsepower straight-twin engine and retailed for $2,200. Toward the end of that year, founder Harry Knox departed following disagreements over company policy with Elihu Cutler and went on to establish the Atlas air-cooled car enterprise independently.
In 1906, Knox unveiled the Model G featuring a 40-horsepower air-cooled four-cylinder engine on a wheelbase measuring 112 inches. The limousine variant of this model was priced at $5,000, marking Knox’s foray into the luxury automobile segment. By 1907, production of two-cylinder models ceased as the company transitioned toward mid- to high-priced vehicles. Technological advancements included relocating engines from beneath the seat to under the hood and replacing chain drive systems with shaft drives.
By 1908, Knox introduced an optional water-cooled four-cylinder engine for an additional $100; this technology became standard by 1910 alongside the launch of six-cylinder engines. After that point, Knox concentrated solely on manufacturing upscale automobiles targeted at luxury markets.
Motorsport Involvement
Knox expanded its market presence by engaging in competitive racing. In the 1909 AAA Championship held at Indianapolis Motor Speedway, William Bourque piloted a Knox vehicle. Additionally, Fred Belcher represented Knox in the 1910 Vanderbilt Cup race.
Company Outcome
Facing diminishing sales by 1912, Knox entered receivership. Production of automobiles halted in 1914, followed by the company’s bankruptcy declaration in 1915. Subsequently, the firm restructured as Knox Motors Corporation, redirecting its efforts toward manufacturing tractors and trucks until 1924.
Founder Harry Knox shifted his expertise to designing military vehicles, developing suspension systems widely adopted in U.S. Army tanks throughout World War II and subsequent years. This transition highlights his adeptness in leadership and technical innovation beyond the automotive sector.
Vehicle Lineup
F-1 F 41 39 F-4 102 GManufacturing Output
| Model | Production Years | Engine Cylinders | Power Output | Wheelbase |
|---|---|---|---|---|
| A | 1900–1902 | 1 | ||
| Two Cylinder | 1902 | 2 | ||
| B | 1902 | 1 | ||
| C | 1903 | 1 | ||
| Two Cylinder | 1904 | 2 | ||
| One Cylinder | 1904 | 1 | ||
| E | 1905 | 1 | ||
| F-3 | 1905–1906 | 2 | ||
| 1905–1906 | 2 | |||
| 1905–1906 | 2 | |||
| 1905–(1907) | 1 | |||
| 1905–? | 2 | |||
| 1906–1907 | 2 | |||
| 1906–(1907) | 2 | |||
| 1906–1908 | 4 | 40 bhp (30 kW) |
112 in (2845 mm) |
| Year | Units Produced | Models Available |
|---|---|---|
| 1900 | 15 | A |
| 1901 | 100 | A |
| 1902 | 250 | A; Two Cylinder; B |
| 1903 | 500 | C |
| 1904 | 553 | Two Cylinder; One Cylinder |
| 1905 | 572 | E; F-3; F-1; F; 41; 39 |
| 1906 | 753 | F-3; F-1; F; 41; F-4; 102; G |
| 1907 | 1,000 | 41; F-4; 102; G; H |
| 1908 | 1,215 | G; H; L |
| 1909 | 1,317 | H; O; M |
| 1910 | 1,412 | M; S; R |
| 1911 | 1,215 | S; R |
| 1912 | 877 | S; R; R-45 |
| 1913 | 673 | 66; 46; 45; 44 |
| 1914 | 383 | 46; 45; 44 |
| Total Production! | 10,835! |