Twyford Motor Car Company
| Company type | Private |
|---|---|
| Industry | Automobile manufacturing |
| Founded | May 1, 1898 in Pittsburgh, Pennsylvania, United States |
| Founder | Robert E. Twyford |
| Headquarters | Brookville , United States |
Area served | United States |
Key people | Robert E. Twyford (General Manager), A. D. Deemer (President), W. N. Humphrey (Vice President), J. F. Trembly (Manager) |
| Products | Automobiles with four-wheel drive and power steering |
Number of employees | 15 |
Introduction
Robert E. Twyford was instrumental in the formative years of the automobile sector. Originally working as a building contractor in Pittsburgh, Pennsylvania, he transitioned toward automotive engineering and innovation. In 1900, he obtained a patent for a four-wheel drive mechanism designed for motor carriages. Twyford was a trailblazer in producing vehicles equipped with both four-wheel drive and power steering, initially in Pittsburgh and subsequently in Brookville, Pennsylvania. Later, he moved his operations to Texas. Decades afterward, in 1985, William McCracken began reconstructing the Twyford automobile, completing the project by 1989.
Invention
During his time in Pittsburgh, Twyford created an automobile he asserted was superior to its contemporaries. His 1897 model resembled a lightweight horse-drawn carriage with seating for two and housed its engine beneath the rear seat. This vehicle incorporated traction on all four wheels, self-adjusting gearing, and steering capabilities on both front and rear axles. Although Twyford planned to introduce a new engine design, production details remained unsettled at that time.
He filed a patent application on July 7, 1898, for a “Driving Gear for Motor Carriages,” which was officially granted on April 3, 1900. The patent illustrations depicted a vehicle powered by an electric motor.
Design
Prior to receiving patent approval, Twyford collaborated with investors to establish the Twyford Motor Vehicle Company in Pittsburgh in May 1898. The patent schematics reveal an intricate arrangement of gears and shafts delivering an early version of four-wheel drive alongside power steering.
The four-wheel drive system featured a longitudinal shaft running the length of the chassis equipped with two friction clutches—one designated for low and second gears, the other for high and reverse gears. A secondary parallel shaft engaged gears transmitting power to the rear axle through bevel gears and to the front axle via a three-part bevel gear assembly functioning as a rudimentary universal joint. Notably, this design did not incorporate differential gears.
Power steering was achieved through a rigid shaft linked to the front axle by means of a worm gear, operated by a steering lever manipulating bevel gears mounted on a cross-shaft. Safety mechanisms included an arm to inhibit excessive steering angles and a lever that disengaged bevel gears if wheel lock-up occurred. This setup likely restricted turning speed and limited sharpness of maneuvers.
Although the patent depicted an electric motor configuration, it is probable that Twyford intended to employ a gasoline engine given the substantial power requirements of his three-speed transmission system, which would have rapidly exhausted the electric batteries available at that time.
Early difficulties
The Twyford automobile resurfaced in the January 1901 edition of Cycle & Automobile Trade Journal, showcasing several models though it is believed only the Stanhope was manufactured. The 1902 Twyford Stanhope, featured in April 1902, incorporated a gasoline engine alongside a simplified drivetrain design. By September 1902, company headquarters had moved to 5920 Penn Avenue in Pittsburgh with plans underway for developing a new gasoline-powered vehicle and constructing an expanded manufacturing facility. R. E. Twyford served as engineer while J. F. Trembly held managerial responsibilities. Despite these efforts, the firm failed to sustain operations in Pittsburgh and vanished from records until 1904 when Twyford secured investment from E. A. Carmalt and Strong under the condition that production relocate to Brookville, Pennsylvania.
Formation
In May 1904, Robert E. Twyford revealed that after five years of developing a prototype tailored for rugged terrain and family use, he was prepared to transfer his patents to a newly established company, provided Brookville offered factory space and purchased $25,000 worth of stock. With the local economy declining due to the lumber industry's downturn, Brookville was eager to attract new sources of income.
The Brookville Republican commended Twyford’s patented mechanism for its distinctive four-wheel drive system delivering power to both front and rear axles, positioning the firm as a pioneer in manufacturing four-wheel drive automobiles, motor trucks, and passenger vehicles.
Robert E. Twyford successfully founded the Twyford Motor-Car Company with an initial capital stock of $25,000. The board of directors included Twyford as general manager, A. D. Deemer as president, and W. N. Humphrey as vice president. The factory location was strategically selected near prominent local industries and rail lines; the land was generously donated by Carmalt and Strong. Construction commenced on a two-story brick facility measuring 50 by 200 feet.
Incorporated under Delaware law, the company authorized $500,000 in capital stock with $200,000 offered at $50 per share. By September 1904, the factory building was completed except for machinery installation, and production of automobiles began later that year.
Manufacturing
In 1905, the Twyford Motor-Car Company introduced its range of models, which included an 18-horsepower 4-passenger Tonneau priced at $2,700; an 8-horsepower delivery vehicle at $1,000; an 8-horsepower runabout; a 10-horsepower Stanhope; and a 10-horsepower roadster, all equipped with two-cylinder two-cycle engines.
The Twyford vehicle’s four-wheel drive capability allowed it to ascend steep inclines and navigate mud, snow, and unpaved roads with superior traction compared to traditional two-wheel-drive cars. It featured power steering utilizing a rigid mechanism designed to lessen driver exertion and reduce pressure on the steering wheel.
Significantly, the design avoided chains, sprockets, or spur gears that commonly gathered dirt by transmitting power directly to all four wheels through self-lubricating gears enclosed within dust-resistant housings. The braking system secured all four wheels through the transmission box and included supplementary brakes for reverse and driving controls.
The front axle was designed to oscillate, enabling smooth travel over uneven ground by preventing chassis distortion. Speed control was managed via a single lever operating a friction clutch with two forward speeds and one reverse gear. Power distribution between front and rear axles minimized skidding during turns. Solid steel axles without knuckle joints enhanced durability and robustness.
Exhibitions
In March 1905, founder R. E. Twyford alongside C. A. French presented the Twyford automobile at the Buffalo Automobile Show. The company’s four-wheel-drive vehicles attracted attention due to their simplicity and single-shaft operation, drawing significant interest from medical professionals requiring dependable transportation over poor road conditions.
Business figures such as J. M. Yadkin (Adams Express Company), Henry A. Kamman (packing industry), and H. C. Gardner (milk dealer) lauded the vehicle’s straightforward engineering. Potential buyers included contractor W. A. Liggett and railroad superintendent Charles Heidrick, who valued its off-road performance and mechanical quality.
Buoyed by this positive reception, the board planned to increase production by investing in new machinery, expanding the workforce, constructing an additional factory building, and boosting stock sales. Local community members also expressed strong enthusiasm for the factory’s development.
After Buffalo, Twyford showcased the automobile in Washington D.C., where several orders were secured; however, about one hundred inquiries were declined due to limited manufacturing capacity and financial resources. Fulfilling these orders could have generated roughly $112,000 in revenue; expanding into major urban markets such as New York City, Philadelphia, Chicago, and Boston had potential sales estimated at $562,500.
At Washington’s patent office, patent attorneys hailed Twyford’s invention as "one of the wonders of the world" and regarded it as the most outstanding automobile innovation to date.
To seize this business opportunity and meet growing market demand, the company’s board needed to reinvigorate stock sales in order to raise capital for expanding production capabilities.
Automobile demonstrations
Robert Twyford refurbished and repainted one of his initial automobiles to personally drive it from his residence to the factory, intending to highlight its quality through a public demonstration on Main Street.
In May 1905, a reporter from the Jeffersonian Democrat visited the factory, which employed fifteen workers crafting every car component except for wheels, tires, and lamps. Twyford oversaw the chassis and engine departments alongside C. A. French, while Ralph Reitz directed the wooden body workshop. The facility spanned 200 by 50 feet over two floors and was equipped with modern iron and woodworking machinery despite the relatively rudimentary production environment (Figures 4 and 5).
To prove the vehicle’s capabilities on July 12, 1905, Twyford operated a 9 horsepower runabout outfitted with rear wheels mounted on castors, demonstrating that steering could be achieved solely via the front wheels (Figure 6). He then pulled two carriages carrying five passengers up a steep 14.5% incline with his foreman Ralph Reitz riding alongside (Figure 7). Another test involved towing two vehicles with ten passengers up a challenging 25% grade (Figure 8). These demonstrations utilized specially geared-down cars designed for enhanced pulling force, limiting top speed to approximately 9 mph.
At the Brookville Fair in September 1905, Twyford displayed two or three vehicles that were acclaimed as “the finest exhibit on the fairgrounds outside of the livestock.” He sold one Type A touring car locally, marking the only confirmed sale in town (Figure 9).
By December 1905, Twyford unveiled a larger five-passenger model featuring four-wheel drive engineered to navigate mud, snow, ice, and steep hills. Local news reports praised its strong performance on difficult terrain, reinforcing its edge in rugged conditions.
Bankruptcy
Despite circulating rumors regarding Twyford’s viability in December 1905, the company introduced a new automobile described as "a marvel of beauty," capable of traversing terrain inaccessible to competitors. Projections anticipated employing 600 workers by the close of 1906.
In January 1906, the firm released its only sales brochure emphasizing the benefits of the Twyford four-wheel-drive system and showcasing demonstrations from June 1905 alongside various model designs.
However, by July 1906, the Twyford Motor-Car Company was confronting significant financial challenges. Plans were made to resolve outstanding debts and resume operations, with Robert Twyford stepping down from management and reducing his stock ownership from a majority 51% to just 10%. The board aimed either to refine the existing Twyford automobile or shift focus toward producing an alternative model, intending to enhance capital resources and achieve successful manufacturing.
The company’s emphasis on experimentation over large-scale production constrained its commercial expansion. Its four-wheel-drive technology combined with an experimental two-cycle engine introduced greater risks than anticipated. Following Twyford’s exit, local press coverage ceased; nevertheless, a 1907 industry directory listed models that ultimately never reached production.
A comparison with the thriving Four Wheel Drive Auto Company based in Clintonville, Wisconsin underscores critical strategic errors. Founders Otto Zachow and William Besserdich patented an advanced four-wheel-drive system in 1908 that primarily targeted trucks rather than passenger vehicles. This clear market focus contributed substantially to their competitive success. Conversely, Twyford’s broader but less concentrated strategy played a role in its downfall.
The Twyford Motor-Car Company declared bankruptcy in December 1908 with debts exceeding $20,000. In March 1909, Wilbert Newton and James Malcolm Humphrey Jr., sons of James Humphrey Sr. and proprietors of Humphrey Brick and Tile Company, purchased the factory for $12,000 including machinery and patents. At that time, only one complete automobile existed along with one or two partially assembled units; these cars were sold at approximately $500 each.
Subsequent Developments
In August 1909, J. E. Humphrey transferred ownership of the factory to investors from New York who intended to produce harvesting machinery and a four-wheel-drive vehicle inspired by the Twyford. Despite these plans, the facility remained idle until approximately 1913, when James M. Humphrey Jr. established the Union Auto Specialties Company on the premises. From 1915 to 1916, this firm manufactured windshields under the leadership of James Malcolm, who held the roles of president and general manager for both this company and the Humphrey Brick and Tile Company. The Union Auto Specialties Company operated successfully until around 1970, after which the building was acquired by the Matson Wood Products Company, whose renovation efforts ultimately led to its structural failure.
The Twyford Automobile in Texas
After the Twyford Motor-Car Company ceased operations in Pennsylvania, its founder Robert Twyford moved to Houston, Texas. There, he joined forces with L. J. and Z. Z. Brandon to create the Commercial Motor Car Company with locations in San Antonio and Houston in 1912. This venture produced prototype vehicles—a car and a truck—based on Twyford's patent. However, due to financial setbacks and loss of patent rights, the enterprise closed within a year. Creditors placed the company into receivership, citing inadequate production volumes that hindered market penetration. Although Twyford renewed his patent in 1915, he discontinued efforts to manufacture four-wheel-drive vehicles and spent his remaining years in Houston until his passing in 1942.
Concept and Assembly
In 1985, William McCracken, a retired mechanic from Richardsville, Pennsylvania, embarked on recreating a Twyford replica due to the rarity of surviving originals. With prior experience working at the Union Auto Specialties Company—the original manufacturing site—McCracken relied on photographs, patent records, and personal expertise to ensure historical accuracy. As the original two-cycle engine was unobtainable, he installed a 10 horsepower two-cycle engine operating at 350 rpm.
The initial Twyford design lacked differentials, which caused strain on axles during cornering; limited slip differentials were introduced only in 1907. To mitigate this issue in his replica, McCracken incorporated differentials sourced from a 1923 Chevrolet. He selected the largest possible wheels compatible with available tires and fabricated any missing components himself. For tire selection, he ultimately opted for dirt bike tires mounted using a specialized master rim tool.
McCracken also collaborated with Emmery Strohm from Brookville to restore steel fenders, acquiring skills such as steel rolling and iron beading application—exemplifying thoughtful preservation of automotive heritage through skilled craftsmanship.
Display
The replica was completed by William McCracken in 1989 and initially exhibited at parades and automobile shows. To enhance its historical significance, he chose to donate the vehicle to the Jefferson County History Center in Brookville, Pennsylvania, rather than accept offers from other museums. Since 2001, the museum had prepared a dedicated exhibit space for the Twyford.
In November 2005, volunteers carefully moved the replica into its permanent location within the Parker Gallery at the Jefferson County History Center. This process involved meticulous handling, including removing large glass panes to accommodate placement inside the gallery. Today, this display draws thousands of visitors annually, celebrating McCracken’s dedication to preserving automotive history and maintaining the legacy of the Twyford marque.