The Inscrutable Henry Ford and the Rise of the Machine Age -- Part I

The Inscrutable Henry Ford and the Rise of the Machine Age

            I don’t know anything about history, and I wouldn’t give a nickel for all the history in the world. The only history that is worth while is the history we make day by day. Those fellows over there in Europe knew all about history; they knew all about how wars are started; and yet they went and plunged Europe into the biggest war that ever was. And by the same old mistakes, too. Besides, history is being rewritten every year from a new point of view; so how can anybody claim to know the truth about history?

            History is more or less bunk. It is tradition. We want to live in the present, and the only history that is worth a tinker’s dam is the history we make today.¹

            The man who possibly did more to alter the history of the twentieth century than any other had little use for history, or so it was commonly thought. As reflected in the artifacts and shops of Greenfield Village, however, he did have a passion for the history of the common person. Like all of us, he was a person of contradictions, with both a public and a private face. But with Henry Ford, the inconsistencies were stark and the appearances clouded. On one hand he was a simple man, tied to rural American folkways; yet he was also a driven and quixotic individual, an anti-Semite who proved to be an inspiration to fascist leaders in Europe. Purportedly a champion of the common man, he drove his son Edsel mercilessly and hired thug Harry Bennett to run his company and keep the union at bay during the 1930s and 1940s. He preached old-fashion morality, yet met furtively with his mistress by taking a small boat moored behind his Fairlane mansion. While his Model Ts and As created a new place beyond the haystack for lovemaking, Ford personally designed front seat dimensions that supposedly prevented lovers from having sex. John Rae’s conclusion about Ford remains true to this day: “His personality . . . continues to elude us:  was he a simple man erroneously assumed to be complex, or an enormously complex individual with a misleading aura of simplicity?”²At the heart of Ford was a drive to control – his son, his employees, the firm he founded, and perhaps even the world that he lived in.

            In sum, Ford did much to create a world in which paradoxically he was far from comfortable. Perhaps it was because this world driven by machines and organizations was so complex and inherently so uncontrollable. As historian Robert Wiebe once argued about the 1880 to 1920 era, America was searching for order, impossible perhaps to attain, given the host of forces at work, including those of globalization and industrialization.³

            Henry Ford was a child of the nineteenth century, but his leadership in developing mass production created a Machine Age in which individuality and worker satisfaction was diminished. Increasingly, rapid change took place, at times capriciously. It was a world where efficiency rather than close human relationships reigned supreme.

From a Dearborn Farm to the World Stage

            So much has been written about Henry Ford that it is difficult to say something new about his life or work. He was born in the midst of the Civil War on July 30, 1863, in Dearborn, Michigan.⁴

His father was a well-to-do farmer, and by the time young Henry was thirteen, his mother and a number of siblings had died. Left with five surviving brothers and sisters and plenty of farm chores, young Henry was not keen on farm life; however, that would not stop him from later interrupting his career as a machinist or from celebrating rural living after he became famous. There seems to have been questions about young Henry’s abilities, for it is said that his father once remarked “Henry had wheels in his head. John and William [two other sons] are all right, but Henry worries me. He doesn’t seem to settle down and I don’t know what will become of him.”⁵

            Henry did find joy in the farm workshop, however. As he matured, he became increasingly obsessed with machines, including watches, the most complex of all machines of that day. He left the Dearborn family farm at age 16 and found employment in Detroit as a mechanical apprentice. He learned how to repair steam engines, and that experience later convinced him that the steam engine was too heavy for a personal vehicle. He also worked part-time repairing clocks and watches. He next moved to the Flower Brothers machine shop and then to the Detroit Drydock Company, where he continued to learn more about machines and materials. By age 17 he had become a journeyman machinist who possessed the remarkable gift of understanding how machines worked, and how to improve them.

            Ford next worked for noted inventor George Westinghouse on thresher and sawmill steam engines. In 1885 Henry repaired an internal combustion engine while in the employ of the Eagle Ironworks in Detroit. 

It was some time afterwards that he decided to take an internal combustion engine and wed it to a vehicle. What distinguished him from other pioneer tinkerers and engineers of the period was that he wanted to achieve economies of scale and thus make automobiles in large numbers and lower production costs. At first he thought of watches as the product he would focus his energies on, but he soon turned to vehicles powered by the internal combustion engine.

            Despite all that has been written on Henry Ford, it remains somewhat a mystery how he developed the idea that the automobile was to be a universal necessity that would be in demand, both in good times and bad. In part, his thinking was the result of his common sense approach to life shaped by his early life on the farm. While American life was shifting from being predominately rural to urban at the turn of the century, many Americans remained tied to the land and lived in relative isolation without electricity or telephone. In spite of this, Americans were restless and desired mobility, spatial and social, and the automobile would provide both: spatial in terms of a constant desire to move from place to place; and social, as a tool to increase one’s economic opportunities. 

            Certainly, the ideas that resulted in the Model T were well formed by 1906, when Ford wrote the following to readers of The Automobile:

There are more people in this country who can buy automobiles than in any other country on the face of the globe, and in the history of the automobile industry in this country the demand has never yet been filled. . . .

The greatest need today is a light, low-priced car with an up-to-date engine of ample horsepower, and built of the very best material. One that will go anywhere a car of double the horsepower will; that is in every way an automobile and not a toy; . . . It must be powerful enough for American roads and capable of carrying its passengers anywhere that a horse-drawn vehicle will go without the driver being afraid of ruining his car.⁶

            Perhaps his understanding of the common person and his ability to read the market for automobiles when few could, were derived in part from his understanding of self. Since the Colonial Era, Americans have been on the move, seeking new opportunities or simply to reinvent themselves. Additionally, American society was not nearly as starkly stratified as in Europe, and thus the automobile, with all of its class implications, played a very different role in an America where rigid class lines hardly existed. Equality led to widespread buying power, and this potential buying power of Americans, in Ford’s mind, was enormous. Ford somehow envisioned that as more automobiles were produced, more industrialization would follow. And that would result in even more buying power among the breadth of the middle and working classes. While most of the early pioneers in the automobile industry in America thought of their cars as leisure objects for the well to do, only Ford, Ransom Olds, and Billy Durant thought differently. This triumvirate found ways to meet the demand from a mass consumer market that desired to break the bonds of place.

            In 1891 Ford moved on to the Detroit Edison Company, and five years later he had a fateful encounter with Thomas Edison. Ford later saw that meeting as decisive to his future in the automobile business. 

Detroit Edison 1910

He later claimed that Edison encouraged him to move forward with his car project as Edison advised that: “There is a big future for any light-weight engine that can develop a high horsepower and is self contained. Keep on with your engine. If you can get what you are after, I can see a great future.”⁷Ford never forgot that moment with Edison, and later he would develop a unique friendship with America’s most useful citizen. Later he would move Edison’s Menlo Park laboratory to Dearborn as a part of his historical Greenfield Village, and in that museum is a glass tube that purportedly contains the last breath of Edison, collected at his deathbed on the wishes of Ford.

Ford, Edison and Harvey Firestone, 1931 (LC)

Henry Ford, Thomas Edison,Warren Harding and Harvey Firestone. Firestone camp (LC)