Henry Ford

Early life

Henry Ford was born July 30, 1863, on a farm in Greenfield Township, Michigan. The house he was born in stood at the intersection of Ford and Greenfield Roads in present-day Dearborn. His father, William Ford (1826–1905), was born in County Cork, Ireland, to a family that had emigrated from Somerset, England in the 16th century. His mother, Mary Ford (née Litogot; c. 1839–1876), was born in Michigan as the youngest child of Belgian immigrants; her parents died when she was a child and she was adopted by neighbors, the O'Herns. Henry Ford's siblings were John Ford (1865–1927), Margaret Ford (1867–1960), Jane Ford (1869–1906), William Ford (1871–1959), and Robert Ford (1873–1877). Ford finished eighth grade at a one-room school, Springwells Middle School. He never attended high school; he later took a bookkeeping course at a commercial school.

His father gave him a pocket watch when he was 12. At 15, Ford dismantled and reassembled the timepieces of friends and neighbors dozens of times, gaining the reputation of a watch repairman. At twenty, Ford walked four miles to their Episcopal church every Sunday.

Ford said two significant events occurred in 1875 when he was 12: he received the watch, and he witnessed the operation of a Nichols and Shepard road engine, "...the first automobile other than horse-drawn that I had ever seen".

Ford was devastated when his mother died in 1876. His father expected him to take over the family farm eventually, but he despised farm work. He later wrote, "I never had any particular love for the farm—it was the mother on the farm I loved."

In 1879, Ford left home to work as an apprentice machinist in Detroit, first with James F. Flower & Brothers, and later with the Detroit Dry Dock Company. In 1882, he returned to Dearborn to work on the family farm, where he became adept at operating the Westinghouse portable steam engine. He was later hired by Westinghouse to service their steam engines.

In his farm workshop, Ford built a "steam wagon or tractor" and a steam car, but thought "steam was not suitable for light automobiles," as "the boiler was dangerous." Ford also said that he "did not see the use of experimenting with electricity, due to the expense of trolley wires, and "no storage battery was in sight of a weight that was practical." In 1885, Ford repaired an Otto engine, and in 1887, he built a four-cycle model with a one-inch bore and a three-inch stroke. In 1890, Ford started work on a two-cylinder engine.

Marriage and family

Ford married Clara Jane Bryant (1866–1950) on April 11, 1888, and supported himself by farming and running a sawmill. They had one child, Edsel Ford (1893–1943).

Career

In 1891, Ford became an engineer with the Edison Illuminating Company of Detroit. After his promotion to Chief Engineer in 1893, he had enough time and money to devote attention to his experiments on gasoline engines. These experiments culminated in 1896 with the completion of a self-propelled automobile, which he named the Ford Quadricycle. He test-drove it on June 4. After various test drives, Ford brainstormed ways to improve the Quadricycle.

Also in 1896, Ford attended a meeting of Edison executives, where he was introduced to Thomas Edison. Edison approved of Ford's automobile experimentation. Encouraged by Edison, Ford designed and built a second automobile, completing it in 1898. Backed by the capital of Detroit lumber baron William H. Murphy, Ford resigned from the Edison Company and founded the Detroit Automobile Company on August 5, 1899. However, the automobiles produced were of a lower quality and higher price than Ford wanted. Ultimately, the company was not successful and was dissolved in January of 1901.

With the help of C. Harold Wills, Ford designed, built, and successfully raced a 26-horsepower automobile in October 1901. With this success, Murphy and other stockholders in the Detroit Automobile Company formed the Henry Ford Company on November 30, 1901, with Ford as chief engineer. In 1902, Murphy brought in Henry M. Leland as a consultant; Ford, in response, left the company bearing his name. With Ford gone, Leland renamed the company the Cadillac Automobile Company.

Teaming up with former racing cyclist Tom Cooper, Ford also produced the 80+ horsepower racer "999", which Barney Oldfield was to drive to victory in a race in October 1902. Ford received the backing of an old acquaintance, Alexander Y. Malcomson, a Detroit-area coal dealer. They formed a partnership, Ford & Malcomson, Limited, to manufacture automobiles. Ford went to work designing inexpensive automobiles, and the duo leased a factory and contracted with a machine shop owned by John and Horace E. Dodge to supply over $160,000 in parts. Sales were slow, and a crisis arose when the Dodge brothers demanded payment for their first shipment.

Ford Motor Company

In response, Malcomson brought in another group of investors and convinced the Dodge brothers to accept a portion of the new company. Ford & Malcomson was reincorporated as the Ford Motor Company on June 16, 1903, with $28,000 capital. The original investors included Ford and Malcomson, the Dodge brothers, Malcomson's uncle John S. Gray, Malcolmson's secretary James Couzens, and two of Malcomson's lawyers, John W. Anderson and Horace Rackham. Because of Ford's volatility, Gray was elected president of the company. Ford then demonstrated a newly designed car on the ice of Lake St. Clair, driving 1 mile (1.6 km) in 39.4 seconds and setting a new land speed record at 91.3 miles per hour (146.9 kilometres per hour). Convinced by this success, race driver Barney Oldfield, who named this new Ford model "999" in honor of the fastest locomotive of the day, took the car around the country, making the Ford brand known throughout the United States. Ford was also one of the early backers of the Indianapolis 500.

Transmission Patent

In 1909, Ford applied for a patent on his new transmission mechanism. It was awarded a patent in 1911.

The Model T debuted on October 1, 1908. It had the steering wheel on the left, which every other company soon copied. The entire engine and transmission were enclosed; the four cylinders were cast in a solid block; the suspension used two semi-elliptic springs. The car was simple to drive, easy and inexpensive to repair. It was so inexpensive at $825 in 1908 ($29,560 today), with the price falling every year, that by the 1920s, a majority of American drivers had learned to drive on the Model T.

Ford created a huge publicity machine in Detroit to ensure every newspaper carried stories and ads about the new product. Ford's network of local dealers made the car ubiquitous in almost every city in North America. As independent dealers, the franchises grew rich and publicized not just the Ford but also the concept of car local motor clubs sprang up to help new drivers and encourage them to explore the countryside. Ford was always eager to sell to farmers, who looked at the automobile as a commercial device to help their business. Sales skyrocketed—several years posted 100% gains on the previous year. In 1913, Ford introduced moving assembly belts into his plants, which enabled an enormous increase in production. Although Ford is often credited with the idea, contemporary sources indicate that the concept and development came from employees Clarence Avery, Peter E. Martin, Charles E. Sorensen, and C. Harold Wills. (See Ford Piquette Avenue Plant.)

Sales passed 250,000 in 1914. By 1916, as the price dropped to $360 for the basic touring car, sales reached 472,000.

By 1918, half of all cars in the United States were Model Ts. All new cars were black; as Ford wrote in his autobiography, "Any customer can have a car painted any color that he wants so long as it is black." Until the development of the assembly line, which mandated black because of its quicker drying time, Model Ts were available in other colors, including red. The design was fervently promoted and defended by Ford, and production continued as late as 1927; the final total production was 15,007,034. This record stood for the next 45 years, and was achieved in 19 years from the introduction of the first Model T (1908).

Ford Airplane Company

Like other automobile companies, Ford entered the aviation business during World War I, building Liberty engines. After the war, it returned to auto manufacturing until 1925, when Ford acquired the Stout Metal Airplane Company.

Ford's most successful aircraft was the Ford 4AT Trimotor, often called the "Tin Goose" because of its corrugated metal construction. It used a new alloy called Alclad that combined the corrosion resistance of aluminum with the strength of duralumin. The plane was similar to Fokker's V.VII–3m. The Trimotor first flew on June 11, 1926, and was the first successful U.S. passenger airliner, accommodating about 12 passengers in a rather uncomfortable fashion. Several variants were also used by the U.S. Army. The Smithsonian Institution has honored Ford for changing the aviation industry. 199 Trimotors were built before it was discontinued in 1933, when the Ford Airplane Division shut down because of poor sales during the Great Depression.

In 1985, Ford was posthumously inducted into the National Aviation Hall of Fame for his impact on the industry.

Ford opposed war, which he viewed as a terrible waste, and supported causes that opposed military intervention. Ford became highly critical of those who he felt financed war, and he tried to stop them. In 1915, the pacifist Rosika Schwimmer gained favor with Ford, who agreed to fund a Peace Ship to Europe, where World War I was raging. He led 170 other peace activists. Ford's Episcopalian pastor, Reverend Samuel S. Marquis, accompanied him on the mission. Marquis headed Ford's Sociology Department from 1913 to 1921. Ford talked to President Woodrow Wilson about the mission, but had no government support. His group went to neutral Sweden and the Netherlands to meet with peace activists. A target of much ridicule, Ford left the ship as soon as it reached Sweden. In 1915, Ford blamed "German-Jewish bankers" for instigating the war.

According to biographer Steven Watts, Ford's status as a leading industrialist gave him a worldview that warfare was wasteful folly that retarded long-term economic growth. The losing side in the war typically suffered heavy damage. Small businesses were especially hurt, for it takes years to recuperate. He argued in many newspaper articles that a focus on business efficiency would discourage warfare because, "If every man who manufactures an article would make the very best he can in the very best way at the very lowest possible price, the world would be kept out of war, for commercialists would not have to search for outside markets which the other fellow covets." Ford admitted that munitions makers enjoyed wars, but he argued that most businesses wanted to avoid wars and instead work to manufacture and sell useful goods, hire workers, and generate steady, long-term profits.

Antisemitism and The Dearborn Independent

Ford was a conspiracy theorist who drew on a long tradition of false allegations against Jews. Ford claimed that Jewish internationalism posed a threat to traditional American values, which he deeply believed were at risk in the modern world. Part of his racist and antisemitic legacy includes the funding of square-dancing in American schools because he hated jazz and associated its creation with Jewish people. In 1920, Ford wrote, "If fans wish to know the trouble with American baseball they have it in three words—too much Jew."

In 1918, Ford purchased his hometown newspaper, The Dearborn Independent. In early 1920, Ford procured a copy of The Protocols of the Elders of Zion, an infamously antisemitic fabricated text. He instructed the editors at the Independent to adapt the material in the Protocols to appeal to American audiences. Later in 1920, Ford's paper began publishing a series of articles in the paper, claiming a vast Jewish conspiracy was affecting America. The series ran in 91 issues. Every Ford dealership nationwide was required to carry the paper and distribute it to its customers. Ford later bound the articles into four volumes entitled The International Jew: The World's Foremost Problem, which was translated into multiple languages and distributed widely across the US and Europe, selling more than 500,000 copies. The International Jew blamed nearly all the troubles it saw in American society on Jews. The Independent ran under Ford's ownership until its closure in 1927. With around 700,000 readers of his newspaper, Ford emerged as a "spokesman for right-wing extremism and religious prejudice."

In Germany, Ford's The International Jew, the World's Foremost Problem was published by Theodor Fritsch, founder of several antisemitic parties and a member of the Reichstag, influencing German antisemitic discourse. In a letter written in 1924, Heinrich Himmler described Ford as "one of our most valuable, important, and witty fighters". Ford is the only American mentioned favorably in Hitler's autobiography Mein Kampf, which appeared five years after Ford's antisemitic pamphlets were published in book form.

Adolf Hitler wrote, "only Ford, [who], to [the Jews'] fury, still maintains full independence ... [from] the controlling masters of the producers in a nation of one hundred and twenty millions." Speaking in 1931 to a Detroit News reporter, Hitler said, "I regard Henry Ford as my inspiration," explaining his reason for keeping a life-size portrait of Ford behind his desk. Steven Watts wrote that Hitler "revered" Ford, proclaiming that "I shall do my best to put his theories into practice in Germany", and modeling the Volkswagen Beetle, the people's car, on the Model T, which was designed by members of the Austrian-German Porsche family of sportscar makers. Max Wallace has stated, "History records that ... Adolf Hitler was an ardent Anti-Semite before he ever read Ford's The International Jew." Historians say Hitler distributed Ford's books and articles throughout Germany, stoking the hatred that helped fuel the Holocaust.

International business

Ford's philosophy was one of economic independence for the United States. His River Rouge Plant became the world's largest industrial complex, pursuing vertical integration to such an extent that it could produce its own steel. Ford's goal was to produce an automobile from scratch without reliance on foreign trade. He believed in the global expansion of his company. He believed that international trade and cooperation led to international peace, and he used the assembly line process and production of the Model T to demonstrate it.

He opened Ford assembly plants in Britain and Canada in 1911, and soon became the biggest automobile manufacturer in those countries. In 1912, Ford cooperated with Giovanni Agnelli of Fiat to launch the first Italian automotive assembly plants. The first plants in Germany were built in the 1920s with the encouragement of Herbert Hoover and the Commerce Department, which agreed with Ford's theory that international trade was essential to world peace and reduced the chance of war. In the 1920s, Ford also opened plants in Australia, France, India, and Mexico, and by 1929, he had successful dealerships on six continents. Ford experimented with a commercial rubber plantation in the Amazon jungle called Fordlândia; it failed.

In 1929, Ford agreed with the Soviets to provide technical aid over nine years in building the first Soviet automobile plant (GAZ) near Nizhny Novgorod (Gorky) (an additional contract for construction of the plant was signed with The Austin Company on August 23, 1929). The contract involved the purchase of $30,000,000 worth of knocked-down Ford cars and trucks for assembly during the first four years of the plant's operation, after which the plant would gradually switch to Soviet-made components. Ford sent his engineers and technicians to the Soviet Union to help install the equipment and train the workforce, while over a hundred Soviet engineers and technicians were stationed at Ford's plants in Detroit and Dearborn "for the purpose of learning the methods and practice of manufacture and assembly in the Company's plants". Said Ford: "No matter where industry prospers, whether in India or China, or Russia, the more profit there will be for everyone, including us. All the world is bound to catch some good from it."

By 1932, Ford was manufacturing one-third of the world's automobiles. It set up numerous subsidiaries that sold or assembled the Ford cars and trucks:

Racing

Ford maintained an interest in auto racing from 1901 to 1913 and began his involvement in the sport as both a constructor and a driver, later turning the wheel over to hired drivers. On October 10, 1901, he defeated Alexander Winton in a race car named "Sweepstakes"; it was through the wins of this car that Ford created the Henry Ford Company. Ford entered stripped-down Model Ts in races, finishing first (although later disqualified) in an "ocean-to-ocean" (across the United States) race in 1909, and setting a one-mile (1.6 km) oval speed record at Detroit Fairgrounds in 1911 with driver Frank Kulick. In 1913, he attempted to enter a reworked Model T in the Indianapolis 500 but was told rules required the addition of another 1,000 pounds (450 kg) to the car before it could qualify. Ford dropped out of the race and soon thereafter exited racing permanently, citing dissatisfaction with the sport's rules, demands on his time by the booming production of the Model T, and his low opinion of racing as a worthwhile activity.

In My Life and Work Ford speaks (briefly) of racing in a rather dismissive tone, as something that is not at all a good measure of automobiles in general. He describes himself as someone who raced only because in the 1890s through 1910s, one had to race because prevailing ignorance held that racing was the way to prove the worth of an automobile. Ford did not agree. But he was determined that as long as this was the definition of success (flawed though the definition was), then his cars would be the best that there were at racing. Throughout the book, he continually returns to ideals such as transportation, production efficiency, affordability, reliability, fuel efficiency, economic prosperity, and the automation of drudgery in farming and industry, but rarely mentions, and rather belittles, the idea of merely going fast from point A to point B.

Nevertheless, Ford did make an impact on auto racing during his racing years, and he was inducted into the Motorsports Hall of Fame of America in 1996.

Later career and death

By 1943, Henry Ford's health was in decline. He had suffered multiple cardiovascular events and was exhibiting signs of mental inconsistency, including increased suspicion and an inability to manage the immense responsibilities of running the company he founded. Despite his advanced age of nearly 80 and the reservations of the board of directors, Ford resumed the presidency of Ford Motor Company following the death of his son, Edsel Ford, in May 1943. While he had not held an official executive title for two decades, his de facto control over the company had never been seriously challenged, and the board once again yielded to his authority, electing him to the presidency.

The company's financial state deteriorated significantly during his final term as president. It was losing over $10 million a month ($186,060,000 today), and its operations were in such disarray that the Franklin Roosevelt administration reportedly considered a government takeover to ensure the company's continued contribution to the war effort. This plan never came to fruition, and Ford's presidency ended when he ceded control to his grandson, Henry Ford II, in September 1945, at which point he retired completely.

Ford was honored for his profound impact on the automotive industry a year before his death. The Automobile Manufacturers Association sponsored the "Automotive Golden Jubilee". Numerous events celebrated Detroit's status as the "Automobile Capital of the World" and commemorated the production of over 90 million automobiles in the industry's first 50 years. The culminating ceremony on May 31, 1946, brought together fourteen living automotive pioneers. Ford was awarded for contributing to industrial development and "putting the world on wheels".

Ford died on April 7, 1947, at the age of 83, from a cerebral hemorrhage at his estate, Fair Lane, in Dearborn, Michigan. A public viewing was held at Greenfield Village, attracting up to 5,000 people per hour who paid their respects. Funeral services took place at Cathedral Church of St. Paul, and he was laid to rest at the Ford Cemetery in Detroit.

Personal interests

A compendium of short biographies of famous Freemasons, published by a Freemason lodge, lists Ford as a member. The Grand Lodge of New York confirms that Ford was a Freemason and was raised in Palestine Lodge No. 357, Detroit, in 1894. When he received the 33rd degree of the Scottish Rite in 1940, he said, "Masonry is the best balance wheel the United States has."

In 1923, Ford's pastor and head of his sociology department, Episcopal minister Samuel S. Marquis, claimed that Ford believed, or "once believed," in reincarnation.

Ford published an anti-smoking book, circulated to youth in 1914, called The Case Against the Little White Slaver, which documented many dangers of cigarette smoking attested to by many researchers and luminaries. At the time, smoking was ubiquitous and not yet widely associated with health problems, making Ford's opposition to cigarettes unusual.

Ford contributed to the article "Mass Production" in the Encyclopedia Britannica.

Interest in materials science and engineering

Henry Ford had a long-held interest in materials science and engineering. He enthusiastically described his company's adoption of vanadium steel alloys and subsequent metallurgical R&D work.

Ford also had a long-standing interest in plastics developed from agricultural products, particularly soybeans. He cultivated a relationship with George Washington Carver for this purpose. Soybean-based plastics were used in Ford automobiles throughout the 1930s in plastic parts such as car horns, in paint and other components. The project culminated in 1942, when Ford patented an automobile made almost entirely of plastic, attached to a tubular welded frame. It weighed 30% less than a steel car and was said to be able to withstand blows ten times greater than steel. It ran on grain alcohol (ethanol) instead of gasoline. The design never caught on.

Ford was interested in engineered woods ("Better wood can be made than is grown") (at this time plywood and particle board were little more than experimental ideas); corn as a fuel source, via both corn oil and ethanol; and the potential uses of cotton. Ford was instrumental in developing charcoal briquets, under the brand name "Kingsford". His brother-in-law, Edward G. Kingsford, used wood scraps from the Ford factory to make the briquets.

In 1927, Ford partnered with Thomas Edison and Harvey Samuel Firestone (each contributing $25,000) to create the Edison Botanic Research Corporation in Fort Myers, Florida, to seek a native source of rubber.

Ford was a prolific inventor and was awarded 161 U.S. patents.

Florida and Georgia residences and community

Ford had a vacation residence in Fort Myers, Florida, next to that of Thomas Edison, which he bought in 1915 and used until c. 1930. It still stands today as a museum.

He also had a vacation home (known today as the "Ford Plantation") in Richmond Hill, Georgia, which is now a private community. Ford started buying land in this area and eventually owned 70,000 acres (110 square miles) there. In 1936, Ford broke ground for a beautiful Greek revival style mansion on the banks of the Ogeechee River on the site of a 1730s plantation. The grand house, made of Savannah-gray brick, had marble steps, air conditioning, and an elevator. It sat on 55 acres (22 ha) of manicured lawns and flowering gardens. The house became the center of social gatherings with visits by the Vanderbilts, Rockefellers, and the DuPonts. It remains the centerpiece of The Ford Plantation today. Ford converted the 1870s-era rice mill into his personal research laboratory and powerhouse and constructed a tunnel from there to the new home, providing it with steam. He contributed substantially to the community, building a chapel and schoolhouse and employing numerous residents.

Preserving Americana

Ford had an interest in Americana. In the 1920s, he began work to turn Sudbury, Massachusetts, into a themed historical village. He moved the Redstone schoolhouse, supposedly referred to in the "Mary Had a Little Lamb" nursery rhyme, from Sterling, Massachusetts, and purchased the historic Wayside Inn. The historical village plan never came to fruition. He repeated the concept of collecting historic structures with the creation of Greenfield Village in Dearborn, Michigan. It may have inspired the creation of Old Sturbridge Village as well. About the same time, he began collecting materials for his museum, which had a theme of practical technology. It was opened in 1929 as the Edison Institute. The museum has been greatly modernized and is still open today.

In popular culture

In Aldous Huxley's Brave New World (1932), society is organized on "Fordist" lines, the years are dated A.F. or Anno Ford ("In the Year of Ford"), and the expression "My Ford" is used instead of "My Lord". The Christian cross is replaced with a capital "T" for Model-T.

Upton Sinclair created a fictional description of Ford in the 1937 novel The Flivver King.

Symphonic composer Ferde Grofé composed a tone poem in Henry Ford's honor (1938).

"Lord, Mr. Ford", a 1973 song written by Deena Kaye Rose and recorded by Jerry Reed for his album of the same name, describes the impact of the automobile on modern American life and has the narrator addressing Ford in the chorus.

Ford appears as a character in several historical novels, notably E. L. Doctorow's Ragtime (1975), and Richard Powers' Three Farmers on Their Way to a Dance (1985).

Ford, his family, and his company are the subjects of the 1987 television film Ford: The Man and the Machine, based on the 1986 biography Ford: The Men and the Machine by Robert Lacey and starring Cliff Robertson in the title role.

In the 2004 alternative history novel The Plot Against America, Philip Roth features Ford as Secretary of the Interior in a fictional Charles Lindbergh presidential administration after Lindbergh's victory over Roosevelt in the 1940 presidential election. The novel draws heavily on the administration's antisemitism and isolationism as a catalyst for its plot.

In the 2020 HBO adapted miniseries of the same name, Ford is portrayed by actor Ed Moran.

Ford's career is highlighted in the History Channel's miniseries docudrama The Men Who Built America.

Honors and recognition

In December 1999, Ford was among 18 included in Gallup's List of Widely Admired People of the 20th Century, from a poll conducted of the American people.

In 1928, Ford was awarded the Franklin Institute's Elliott Cresson Medal.

In 1928, Ford was awarded the Grand Cross of the Order of the Crown of Romania by the Royal House of Romania.

In 1938, Ford was awarded Nazi Germany's Grand Cross of the German Eagle, a medal given to foreigners sympathetic to Nazism.

The United States Postal Service honored Ford with a Prominent Americans series (1965–1978) 12¢ postage stamp.

He was inducted into the Automotive Hall of Fame in 1946.

In 1975, Ford was posthumously inducted into the Junior Achievement U.S. Business Hall of Fame.

In 1985, he was inducted into the National Aviation Hall of Fame.

He was inducted into the Motorsports Hall of Fame of America in 1996.