1925 Sterling-Knight Six

The Sterling-Knight Company was based in Cleveland, Ohio, from 1920 to 1922, and in Warren, Ohio, from 1923 to 1926. It was formed by James G. 'Pete' Sterling, an engineer who had worked with the F.B. Stearns Company for many years. In 1920, he left F.B. Stearns to form his own automobile company, selecting the Knight sleeve valve engine to power its motorcars. Following three developmental prototypes, the Stearling-Knight was introduced in December 1920 at the Chicago Salon and at the Cleveland Automobile Show in January 1921.

Substantial financial backing from new investors, including Alva Bradley and Philip H. Withinton, quickened the car's entry to market. In April 1922, the company acquired the former Cleveland factory of the Accurate Machine Company, and approximately fifty cars were built before the postwar economic recession scared off most of the investors. New financial backers were found in Warren, Ohio, and production was moved to the factories of the former Supreme Motor Company in Warren. Deliveries of the new Sterling-Knight began in the mid-summer of 1923.

The Sterling-Knight automobiles built in Warren were similar to those built in Cleveland but on a shortened (from 134 to 125 inches) wheelbase platform. The Phillips Custom Body Company of Warren built the bodies, with the company's catalog offering a phaeton, Sporting Type, Sedan, and Brougham. An Offset Coupe with seating for four arrived later, in the fall of 1924.

The Sterling-Knight was an 'assembled car,' meaning its components were sourced from outside companies. Only the engine was built by Sterling-Knight. It was a six-cylinder unit with Knight sleeve-valve type valves, a 3.25-inch bore, and a 4.25-inch stroke. It had a seven-bearing crankshaft, pressure feed lubrication, Morse, adjustable timing chains, Westinghouse dstributor and coil ignition. It used a Westinghouse 12-volt, 2-unit for starting and lighting. The cooling was via a Termo-syphon, cellular-type radiator with a 4.5-gallon capacity.

The transmission had three forward speeds, reverse, and multiple disc clutch. It was a selective type with a thief-proof transmission lock. The steering was via worm and gear (irreversible type). There was an American walnut all-wood steering wheel with fingertip spark and throttle control.

The 125-inch wheelbase chassis was formed by pressed steel-side channels that were 6 inches deep. The wheels were artillery-type with 32x4.5 Cord tires. The springs were semi-elliptic with the front measuring 39 inches and the rear at 58 inches. Rubber shock insulators replaced the usual shackle and spring bolt construction, requiring no attention during the life of the car.

At the front was a Timken axle, with a Timken semi-floating axle at the rear. The drum brakes measured 15.5 inches in diameter (external service and internal emergency).

The standard equipment included an electric starter, generator, and storage battery. There was a speedometer and clock, electric lamp equipment, non-glare lenses, tool roll with complete equipment of tools, one-tone jack, rear tire carrier equipped with additional tire, an extra rim, Spartan motor-driven horn, moto-meter, reserve gasoline cock and gauge, and wood wheels. Steel disc wheels were optional at an additional charge.

by Daniel Vaughan | Mar 2024