The Jackson, the Jaxon and the Orlo – heard of ‘em? From 1903 to 1923, the Michigan city of Jackson was home to an enterprising car maker.

A 1903 Jaxon … from the Jackson motor company, which started with this model but delivered many more until its eventual demise in 1923.

PERHAPS only a few eccentrics, trivia buffs and passionate collectors of brass era cars remember the Jackson.

That would be a pity. For more than two decades the Jackson Automobile Company produced a durable, reliable automobile that inspired international brand loyalty and pioneered development of four-wheel drive trucks. And it all began with the bicycle.

In 1890 there were less than 25 bicycle manufacturers in the United States. Five years later that number had soared to more than 300 and countless businessmen rushed to profit on the tsunami of bicycle mania that was sweeping the country.

One of these men was Byron C. Carter of Jackson, Michigan, the owner of a successful printing and rubber stamp manufacturing business. And so, in 1894, he partnered with his father, Squire Carter, and established a store for the sale and repair of bicycles. A few years later the company added manufacturing when Frederick P. Hinckley, a Jackson resident, developed and patented the “coaster brake for bicycles.”

Bicycles may have been the focal point of personal transportation evolution during these years but lurking in the shadows was a contender, the horseless carriage. Byron Carter began his automotive experimentation in 1897 and produced his first vehicle in 1899. This initial prototype utilised a gasoline engine, but Carter was of the opinion that steam was a more practical option.

In 1901 he introduced the Carter Stanhope, a steamer, and in limited partnership with the Michigan Automobile Company in Grand Rapids initiated production. It was to be a short-lived venture as the Michigan Automobile Company in 1902 transitioned to the production of automobiles with gasoline engines.

This left Carter in an interesting position as he had just perfected and invented a three-cylinder steam engine. And so, in the summer of 1902 he returned to Jackson and initiated a meeting with George Mathews, owner of the Fuller Buggy Company and director of the Jackson City Bank, and Charles Lewis, president of Lewis Spring and Axle and director at Union Bank of Jackson. We can only speculate about the conversation at this meeting, but we do know that it resulted in the incorporation of the Jackson Automobile Company to produce steam-powered cars under the Jaxon name in 1903 as well as gasoline engine models, the Jackson, and a companion line, the Orlo.

The Jaxon was sold in two models both of which used Byron Carter’s three cylinder, six-horsepower engine and featured a folding front seat that was "placed so low as to avoid interfering with the view of the driver.".

The steamer was an anemic seller compared to the gasoline powered models and so the Jaxon was dropped after just mere months of production. This led to the first fracture between Carter, Lewis and Mathews. The second issue, Carter’s insistence on the development of a friction drive model, was insurmountable and he left the company in the spring of 1905 and then formed the Motorcar Company featuring a friction drive car sold under the Cartercar name.

Without the innovative vision of Carter, the Jackson Automobile Company became a manufacturer of conventional vehicles. But the Jackson soon developed a reputation for rugged dependability, and a fierce brand loyalty among owners. The company’s slogan, “No Hill Too Steep, No Sand Too Deep” was earned through participation in endurance runs and events such as the Glidden Tours, and within a few years was even exporting vehicles.

The 1903 models were available in one and two-cylinder configurations and were given impressive names. King of Belgium Touring Car. Side Entrance Tonneau. Surrey. Runabout. The price range was equally broad, from $US650 for the two passenger Model A with single cylinder engine up to $US1250 for the King of Belgium model.

Sales growth remained steady and was not diminished by the economic panic of 1907. In 1908, to accommodate plans for increased production, the company was relocated to the former factory of National Wheel Company, a manufacturer of wagons, carts, surreys, sleighs, and buggies. This complex remains a rare and often overlooked site from the first decades of the American auto industry with the former offices and headquarters for the company, dominated by a distinctive tower, now housing the Commercial Exchange Building. Dating to 1895 the complex was listed on the National Register of Historic Places in 1993.

To remain competitive the company began offering four-cylinder models in late 1905. Oddly enough the company continued offering the two-cylinder model until 1911 even though it sold poorly. In 1913, in limited partnership with Northway, the all new Sultanic line with six-cylinder engines were introduced. This was also the year that the company introduced the Duck with back seat driving, another companion model, that was a replacement for the Fuller. The big news for 1916 was a new series, the model 348 and model 68 with Ferro built V8 engines.

The Jackson Automobile Company, like dozens of other automobile manufacturers during this period, should have survived. The company had cash reserves and was professionally managed. The vehicles were competitively priced and had a favorable reputation. Even though it was never able to challenge the industry giants like General Motors, Ford, Maxwell, Studebaker, or Hudson, sales were consistently strong. And the company had proven itself adept at adapting to changing markets.

As an example, during WWI when nationwide automobile sales slumped the company curtailed auto production, transitioned into the manufacturing of military equipment, and even launched a line of trucks, including a 4x4. When the post war recession decimated the auto industry, the company shifted exclusively to the manufacture of heavy-duty trucks. This would prove to be a fatal mistake.

When the company resumed automobile production in 1920, their marketing edge had evaporated, and truck manufacturing was an extremely limited market. Within twelve months the company was on the brink if bankruptcy. To stave off complete collapse, Jackson chose merger in a valiant attempt to remain solvent. In 1923 the Jackson Automobile Company merged with National of Indianapolis and Dixie Flyer of Louisville, Kentucky to form Associated Motor Industries.

For 1924 the Jackson was marketed as the National 4-H, and the Dixie Flyer as the National 6-51. That was it. With little fanfare or notice Jackson, National and Dixie Flyer, and Associated Motor Industries closed their doors in 1925. It was the end of an era in more ways than one as a dozen automobile manufacturers closed their doors or merged that year.

Surprisingly, Jackson automobiles are a relatively common brass era car. This is not to say that they are plentiful. After all, annual production never exceeded 10,000 cars per year.

Some models, however, are extremely rare. The Ye Old Carriage Shop museum in Spring Arbor, Michigan, has in its collection the only existent Jaxon and housed at the fire engine restoration shops owned by Ken Soderbeck in Grass Lake, Michigan, is the only known Jackson 4x4 truck.

Did any come to New Zealand? Feedback appreciated.