The car had tiller steering, weighed and had a range, though minimal springing and the complete lack of any bodywork made it less than practical for a long journey. In the next years, it was offered in several models (including a diminutive delivery car), got an improved suspension, steering wheel, two chains instead of one belt to transmit the power to the rear wheels, and an optional two cylinder engine. It remained in production until 1907. Plant superintendent John Robbins left in 1904. He was replaced by Leo Melanowski. At WMC, he also had the position of a chief engineer. More conventional cars came in 1905 with front-mounted, water cooled inline 4-cylinder engines of 16 or 20 hp (12 or 15 kW) and chain drive. They were made until 1908. These powerplants were of proprietary design and consisted of four singles mounted on a common crank. Although of good quality, the cars were too expensive to become a success. Melanowski left in 1906, his position taken by William H. Little. Little developed a small runabout with a V-twin engine and friction drive. Shortly before production started in 1908, WMC got into financial troubles. To avoid bankruptcy, their bank negotiated with Charles Metz. In July 1908, the C.H. Metz Company bought WMC, making Metz owner of the largest automobile manufacture in the U.S. Reorganisations followed in 1909 and 1910, when the C.H. Metz Co. and WMC together were reorganized as the Metz Company. Little's small car left became the Metz Two, sold by a completely new marketing in 14 batches and assembled by the customer. It worked, and the company was not only out of debt in less than a year but also sold its huge stock of parts.