Dry and Orcutt were inspired by their experience flying the Civil Air Patrol to create a car based on aircraft construction principles.

In 1966 they accepted a buy-out offer from a group led by Joseph Stehlin,[2] backed by investment bankers and the owners retired, remaining as consultants.

Production manager Vernon Eads bought the remains of Midget Motors under the name Barthman Corporation.

The kit included the chassis, axles, steering assembly, springs, instruction manual, plus dimensioned patterns for the sheet metal, all for a cost of $270.00.

When it appeared on the cover of Popular Science magazine in 1951, the Model 2 was a two-passenger convertible offered either fully assembled or as a kit, powered by a 23 cu in (0.4 L)[3] 7.5 hp (5.6 kW) sidevalve[3] Wisconsin AENL engine.

[5] Soon after the Model 2 was in production, the company began to offer the option of a two-speed automatic transmission that included a reverse.

)[7] In 1966 more power was added when the company switched to a 12 hp (8.9 kW) Kohler engine, and also converted the car to a 12-volt electrical system.

[8] After Vernon Eads bought the remains of Midget Motors, he created plans for a new model, the Commuter, a one-piece fiberglass car that resembled a dune buggy.

The costs of rebuilding after the fire, combined with new safety and emissions standards, were more than Eads could bear, and he closed the company in 1970.

[9] Today, more information about the King Midget is made available by members of the King Midget Car Club, which offers books on the history of the cars, an annual gathering of fans and owners, and information about spare parts, repairs, vendors, and restoration.

In recent years, an increased appreciation has developed about the qualities of the King Midget's efficient use of materials, fuel economy, ruggedness, and ease of repair.