My Life and Work - Henry Ford (classic novels for teens TXT) 📗

with such competitors as seemed too active, made new designs from time to time to catch the fancy of the public, and generally have passed on into the position of a quiet, respectable citizen with a quiet, respectable business.

 

The temptation to stop and hang on to what one has is quite natural. I can entirely sympathize with the desire to quit a life of activity and retire to a life of ease. I have never felt the urge myself but I can comprehend what it is—although I think that a man who retires ought entirely to get out of a business. There is a disposition to retire and retain control. It was, however, no part of my plan to do anything of that sort. I regarded our progress merely as an invitation to do more—as an indication that we had reached a place where we might begin to perform a real service. I had been planning every day through these years toward a universal car. The public had given its reactions to the various models. The cars in service, the racing, and the road tests gave excellent guides as to the changes that ought to be made, and even by 1905 I had fairly in mind the specifications of the kind of car I wanted to build. But I lacked the material to give strength without weight. I came across that material almost by accident.

 

In 1905 I was at a motor race at Palm Beach. There was a big smash-up and a French car was wrecked. We had entered our “Model K”—the high-powered six. I thought the foreign cars had smaller and better parts than we knew anything about. After the wreck I picked up a little valve strip stem. It was very light and very strong. I asked what it was made of. Nobody knew. I gave the stem to my assistant.

 

“Find out all about this,” I told him. “That is the kind of material we ought to have in our cars.”

 

He found eventually that it was a French steel and that there was vanadium in it. We tried every steel maker in America—not one could make vanadium steel. I sent to England for a man who understood how to make the steel commercially. The next thing was to get a plant to turn it out. That was another problem. Vanadium requires 3,000 degrees Fahrenheit. The ordinary furnace could not go beyond 2,700 degrees. I found a small steel company in Canton, Ohio. I offered to guarantee them against loss if they would run a heat for us. They agreed. The first heat was a failure. Very little vanadium remained in the steel. I had them try again, and the second time the steel came through. Until then we had been forced to be satisfied with steel running between 60,000 and 70,000 pounds tensile strength. With vanadium, the strength went up to 170,000 pounds.

 

Having vanadium in hand I pulled apart our models and tested in detail to determine what kind of steel was best for every part—whether we wanted a hard steel, a tough steel, or an elastic steel. We, for the first time I think, in the history of any large construction, determined scientifically the exact quality of the steel. As a result we then selected twenty different types of steel for the various steel parts.

About ten of these were vanadium. Vanadium was used wherever strength and lightness were required. Of course they are not all the same kind of vanadium steel. The other elements vary according to whether the part is to stand hard wear or whether it needs spring—in short, according to what it needs. Before these experiments I believe that not more than four different grades of steel had ever been used in automobile construction. By further experimenting, especially in the direction of heat treating, we have been able still further to increase the strength of the steel and therefore to reduce the weight of the car. In 1910 the French Department of Commerce and Industry took one of our steering spindle connecting rod yokes—selecting it as a vital unit—and tried it against a similar part from what they considered the best French car, and in every test our steel proved the stronger.

 

The vanadium steel disposed of much of the weight. The other requisites of a universal car I had already worked out and many of them were in practice. The design had to balance. Men die because a part gives out.

Machines wreck themselves because some parts are weaker than others.

Therefore, a part of the problem in designing a universal car was to have as nearly as possible all parts of equal strength considering their purpose—to put a motor in a one-horse shay. Also it had to be fool proof. This was difficult because a gasoline motor is essentially a delicate instrument and there is a wonderful opportunity for any one who has a mind that way to mess it up. I adopted this slogan: “When one of my cars breaks down I know I am to blame.”

 

From the day the first motor car appeared on the streets it had to me appeared to be a necessity. It was this knowledge and assurance that led me to build to the one end—a car that would meet the wants of the multitudes. All my efforts were then and still are turned to the production of one car—one model. And, year following year, the pressure was, and still is, to improve and refine and make better, with an increasing reduction in price. The universal car had to have these attributes:

 

(1) Quality in material to give service in use. Vanadium steel is the strongest, toughest, and most lasting of steels. It forms the foundation and super-structure of the cars. It is the highest quality steel in this respect in the world, regardless of price.

 

(2) Simplicity in operation—because the masses are not mechanics.

 

(3) Power in sufficient quantity.

 

(4) Absolute reliability—because of the varied uses to which the cars would be put and the variety of roads over which they would travel.

 

(5) Lightness. With the Ford there are only 7.95 pounds to be carried by each cubic inch of piston displacement. This is one of the reasons why Ford cars are “always going,” wherever and whenever you see them—through sand and mud, through slush, snow, and water, up hills, across fields and roadless plains.

 

(6) Control—to hold its speed always in hand, calmly and safely meeting every emergency and contingency either in the crowded streets of the city or on dangerous roads. The planetary transmission of the Ford gave this control and anybody could work it. That is the “why” of the saying: “Anybody can drive a Ford.” It can turn around almost anywhere.

 

(7) The more a motor car weighs, naturally the more fuel and lubricants are used in the driving; the lighter the weight, the lighter the expense of operation. The light weight of the Ford car in its early years was used as an argument against it. Now that is all changed.

 

The design which I settled upon was called “Model T.” The important feature of the new model—which, if it were accepted, as I thought it would be, I intended to make the only model and then start into real production—was its simplicity. There were but four constructional units in the car—the power plant, the frame, the front axle, and the rear axle. All of these were easily accessible and they were designed so that no special skill would be required for their repair or replacement. I believed then, although I said very little about it because of the novelty of the idea, that it ought to be possible to have parts so simple and so inexpensive that the menace of expensive hand repair work would be entirely eliminated. The parts could be made so cheaply that it would be less expensive to buy new ones than to have old ones repaired.

They could be carried in hardware shops just as nails or bolts are carried. I thought that it was up to me as the designer to make the car so completely simple that no one could fail to understand it.

 

That works both ways and applies to everything. The less complex an article, the easier it is to make, the cheaper it may be sold, and therefore the greater number may be sold.

 

It is not necessary to go into the technical details of the construction but perhaps this is as good a place as any to review the various models, because “Model T” was the last of the models and the policy which it brought about took this business out of the ordinary line of business.

Application of the same idea would take any business out of the ordinary run.

 

I designed eight models in all before “Model T.” They were: “Model A,”

“Model B,” “Model C,” “Model F,” “Model N,” “Model R,” “Model S,” and “Model K.” Of these, Models “A,” “C,” and “F” had two-cylinder opposed horizontal motors. In “Model A” the motor was at the rear of the driver’s seat. In all of the other models it was in a hood in front.

Models “B,” “N,” “R,” and “S” had motors of the four-cylinder vertical type. “Model K” had six cylinders. “Model A” developed eight horsepower.

“Model B” developed twenty-four horsepower with a 4-1/2-inch cylinder and a 5-inch stroke. The highest horsepower was in “Model K,” the six-cylinder car, which developed forty horsepower. The largest cylinders were those of “Model B.” The smallest were in Models “N,” “R,”

and “S” which were 3-3/4 inches in diameter with a 3-3/8-inch stroke.

“Model T” has a 3-3/4-inch cylinder with a 4-inch stroke. The ignition was by dry batteries in all excepting “Model B,” which had storage batteries, and in “Model K” which had both battery and magneto. In the present model, the magneto is a part of the power plant and is built in.

The clutch in the first four models was of the cone type; in the last four and in the present model, of the multiple disc type. The transmission in all of the cars has been planetary. “Model A” had a chain drive. “Model B” had a shaft drive. The next two models had chain drives. Since then all of the cars have had shaft drives. “Model A” had a 72-inch wheel base. Model “B,” which was an extremely good car, had 92

inches. “Model K” had 120 inches. “Model C” had 78 inches. The others had 84 inches, and the present car has 100 inches. In the first five models all of the equipment was extra. The next three were sold with a partial equipment. The present car is sold with full equipment. Model “A” weighed 1,250 pounds. The lightest cars were Models “N” and “R.”

They weighed 1,050 pounds, but they were both runabouts. The heaviest car was the six-cylinder, which weighed 2,000 pounds. The present car weighs 1,200 lbs.

 

The “Model T” had practically no features which were not contained in some one or other of the previous models. Every detail had been fully tested in practice. There was no guessing as to whether or not it would be a successful model. It had to be. There was no way it could escape being so, for it had not been made in a day. It contained all that I was then able to put into a motor car plus the material, which for the first time I was able to obtain. We put out “Model T” for the season 1908-1909.

 

The company was then five years old. The original factory space had been .28 acre. We had employed an average of 311 people in the first year, built 1,708 cars, and had