henry ford biography short

Henry Ford was an industrialist who revolutionized assembly line production for the automobile, making the Model T one of America’s greatest inventions.

(1863-1947)

Who Was Henry Ford?

Henry Ford was an American automobile manufacturer who created the Model T in 1908 and went on to develop the assembly line mode of production, which revolutionized the automotive industry.

As a result, Ford sold millions of cars and became a world-famous business leader. The company later lost its market dominance but had a lasting impact on other technological development, on labor issues and on U.S. infrastructure. Today, Ford is credited for helping to build America's economy during the nation's vulnerable early years and is considered one of America's leading businessmen.

Early Life and Education

Ford was born on July 30, 1863, on his family's farm in Wayne County, near Dearborn, Michigan.

When Ford was 13 years old, his father gifted him a pocket watch, which the young boy promptly took apart and reassembled. Friends and neighbors were impressed and requested that he fix their timepieces too.

Unsatisfied with farm work, Ford left home at the age of 16 to take an apprenticeship as a machinist at a shipbuilding firm in Detroit. In the years that followed, he would learn to skillfully operate and service steam engines and would also study bookkeeping.

In 1888, Ford married Clara Ala Bryant. The couple had a son, Edsel, in 1893.

In 1890, Ford was hired as an engineer for the Detroit Edison Company. In 1893, his natural talents earned him a promotion to chief engineer.

All the while, Ford developed his plans for a horseless carriage. In 1892, Ford built his first gasoline-powered buggy, which had a two-cylinder, four-horsepower engine. In 1896, he constructed his first model car, the Ford Quadricycle.

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Ford Motor Company

By 1898, Ford was awarded with his first patent for a carburetor. In 1899, with money raised from investors following the development of a third model car, Ford left Edison Illuminating Company to pursue his car-making business full-time.

After a few trials building cars and companies, Ford established the Ford Motor Company in 1903.

Ford introduced the Model T , the first car to be affordable for most Americans, in October 1908 and continued its construction until 1927. Also known as the “Tin Lizzie,” the car was known for its durability and versatility, quickly making it a huge commercial success.

For several years, Ford Motor Company posted 100 percent gains. Simple to drive and cheap to repair, especially following Ford’s invention of the assembly line, nearly half of all cars in America in 1918 were Model T's.

By 1927, Ford and his son Edsel introduced another successful car, the Model A, and the Ford Motor Company grew into an industrial behemoth.

Henry Ford's Assembly Line

In 1913, Ford launched the first moving assembly line for the mass production of the automobile. This new technique decreased the amount of time it took to build a car from 12 hours to two and a half, which in turn lowered the cost of the Model T from $850 in 1908 to $310 by 1926 for a much-improved model.

In 1914, Ford introduced the $5 wage for an eight-hour workday ($110 in 2011), more than double what workers were previously making on average, as a method of keeping the best workers loyal to his company.

More than for his profits, Ford became renowned for his revolutionary vision: the manufacture of an inexpensive automobile made by skilled workers who earn steady wages and enjoyed a five-day, 40-hour work week.

Philosophy and Philanthropy

Ford was an ardent pacifist and opposed World War I , even funding a peace ship to Europe. Later, in 1936, Ford and his family established the Ford Foundation to provide ongoing grants for research, education and development.

In business, Ford offered profit sharing to select employees who stayed with the company for six months and, most important, who conducted their lives in a respectable manner.

At the same time, the company's "Social Department" looked into an employee’s drinking, gambling and otherwise uncouth activities to determine eligibility for participation.

Henry Ford, Anti-Semite

Despite Ford’s philanthropic leanings, he was a committed anti-Semite. He even went as far as to support a weekly newspaper, The Dearborn Independent , which furthered such views.

Ford published a number of anti-Semitic pamphlets, including a 1921 pamphlet, "The International Jew: The World's Foremost Problem.” Ford was awarded the Grand Cross of the German Eagle, the most important award Nazis gave to foreigners, by Adolf Hitler in 1938.

In 1998, a lawsuit filed in Newark, New Jersey, accused the Ford Motor Company of profiting from the forced labor of thousands of people at one of its truck factories in Cologne, Germany during World War II . The Ford company, in turn, said the factory was under the control of the Nazis, not the American corporate headquarters.

In 2001, Ford Motor Company released a study which found that the company did not profit from the German subsidiary, at the same time promising to donate $4 million to human rights studies focused on slavery and forced labor.

Ford died on April 7, 1947, of a cerebral hemorrhage at the age of 83, near his Dearborn estate, Fair Lane.

Henry Ford Museum

Ford was an avid collector of Americana, with a particular interest in technological innovations and the lives of ordinary people: farmers, factory workers, shopkeepers and business people. He decided to create a place where their lives and interests could be celebrated.

Opening in 1933, the Henry Ford Museum in Dearborn, Michigan, displays the thousands of objects Ford collected and many more-recent additions, such as clocks and watches, an Oscar Mayer Wienermobile, presidential limousines and other exhibits.

Also on display in the expansive outdoor Greenfield Village are operational railroad roundhouses and engines, the Wright Brothers bicycle shop, a replica of Thomas Edison's Menlo Park laboratory and Ford's relocated birthplace.

Ford's vision for the museum was stated as, "When we are through, we shall have reproduced American life as lived; and that, I think, is the best way of preserving at least a part of our history and tradition."

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QUICK FACTS

• Name: Henry Ford
• Birth Year: 1863
• Birth date: July 30, 1863
• Birth State: Michigan
• Birth City: Wayne County
• Birth Country: United States
• Gender: Male
• Best Known For: Henry Ford was an industrialist who revolutionized assembly line production for the automobile, making the Model T one of America’s greatest inventions.
• Business and Industry
• Astrological Sign: Leo
• Goldsmith, Bryant & Stratton Business College in Detroit
• Interesting Facts
• Upon Thomas Edison's blessing, Henry Ford sought to make a better car model and eventually started his own company.
• Ford became renowned for his revolutionary vision: the manufacture of an inexpensive automobile made by skilled workers who earn steady wages.
• Despite his pacifism and philanthropy, Ford was strongly anti-Semitic.
• Death Year: 1947
• Death date: April 7, 1947
• Death State: Michigan
• Death City: Dearborn
• Death Country: United States

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CITATION INFORMATION

• Article Title: Henry Ford Biography
• Author: Biography.com Editors
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• Publisher: A&E; Television Networks
• Last Updated: September 5, 2019
• Original Published Date: April 3, 2014
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By: History.com Editors

Updated: March 26, 2020 | Original: November 9, 2009

While working as an engineer for the Edison Illuminating Company in Detroit, Henry Ford (1863-1947) built his first gasoline-powered horseless carriage, the Quadricycle, in the shed behind his home. In 1903, he established the Ford Motor Company, and five years later the company rolled out the first Model T. In order to meet overwhelming demand for the revolutionary vehicle, Ford introduced revolutionary new mass-production methods, including large production plants, the use of standardized, interchangeable parts and, in 1913, the world’s first moving assembly line for cars. Enormously influential in the industrial world, Ford was also outspoken in the political realm. Ford drew controversy for his pacifist stance during the early years of World War I and earned widespread criticism for his anti-Semitic views and writings.

Henry Ford: Early Life & Engineering Career

Born in 1863, Henry Ford was the first surviving son of William and Mary Ford, who owned a prosperous farm in Dearborn, Michigan. At 16, he left home for the nearby city of Detroit, where he found apprentice work as a machinist. He returned to Dearborn and work on the family farm after three years, but continued to operate and service steam engines and work occasional stints in Detroit factories. In 1888, he married Clara Bryant, who had grown up on a nearby farm.

Did you know? The mass production techniques Henry Ford championed eventually allowed Ford Motor Company to turn out one Model T every 24 seconds.

In the first several years of their marriage, Ford supported himself and his new wife by running a sawmill. In 1891, he returned with Clara to Detroit, where he was hired as an engineer for the Edison Illuminating Company. Rising quickly through the ranks, he was promoted to chief engineer two years later. Around the same time, Clara gave birth to the couple’s only son, Edsel Bryant Ford. On call 24 hours a day for his job at Edison, Ford spent his irregular hours on his efforts to build a gasoline-powered horseless carriage, or automobile. In 1896, he completed what he called the “Quadricycle,” which consisted of a light metal frame fitted with four bicycle wheels and powered by a two-cylinder, four-horsepower gasoline engine.

Henry Ford: Birth of Ford Motor Company and the Model T

Determined to improve upon his prototype, Ford sold the Quadricycle in order to continue building other vehicles. He received backing from various investors over the next seven years, some of whom formed the Detroit Automobile Company (later the Henry Ford Company) in 1899. His partners, eager to put a passenger car on the market, grew frustrated with Ford’s constant need to improve, and Ford left his namesake company in 1902. (After his departure, it was reorganized as the Cadillac Motor Car Company.) The following year, Ford established the Ford Motor Company.

A month after the Ford Motor Company was established, the first Ford car—the two-cylinder, eight-horsepower Model A—was assembled at a plant on Mack Avenue in Detroit. At the time, only a few cars were assembled per day, and groups of two or three workers built them by hand from parts that were ordered from other companies. Ford was dedicated to the production of an efficient and reliable automobile that would be affordable for everyone; the result was the Model T , which made its debut in October 1908.

Henry Ford: Production & Labor Innovations

The “Tin Lizzie,” as the Model T was known, was an immediate success, and Ford soon had more orders than the company could satisfy. As a result, he put into practice techniques of mass production that would revolutionize American industry, including the use of large production plants; standardized, interchangeable parts; and the moving assembly line. Mass production significantly cut down on the time required to produce an automobile, which allowed costs to stay low. In 1914, Ford also increased the daily wage for an eight-hour day for his workers to $5 (up from $2.34 for nine hours), setting a standard for the industry.

Even as production went up, demand for the Tin Lizzie remained high, and by 1918, half of all cars in America were Model Ts. In 1919, Ford named his son Edsel as president of Ford Motor Company, but he retained full control of the company’s operations. After a court battle with his stockholders, led by brothers Horace and John Dodge, Henry Ford bought out all minority stockholders by 1920. In 1927, Ford moved production to a massive industrial complex he had built along the banks of the River Rouge in Dearborn, Michigan. The plant included a glass factory, steel mill, assembly line and all other necessary components of automotive production. That same year, Ford ceased production of the Model T, and introduced the new Model A, which featured better horsepower and brakes, among other improvements. By that time, the company had produced some 15 million Model Ts, and Ford Motor Company was the largest automotive manufacturer in the world. Ford opened plants and operations throughout the world.

Henry Ford: Later Career & Controversial Views

The Model A proved to be a relative disappointment, and was outsold by both Chevrolet (made by General Motors) and Plymouth (made by Chrysler); it was discontinued in 1931. In 1932, Ford introduced the first V-8 engine, but by 1936 the company had dropped to number three in sales in the automotive industry. Despite his progressive policies regarding the minimum wage, Ford waged a long battle against unionization of labor, refusing to come to terms with the United Automobile Workers (UAW) even after his competitors did so. In 1937, Ford security staff clashed with UAW organizers in the so-called “Battle of the Overpass,” at the Rouge plant, after which the National Labor Relations Board ordered Ford to stop interfering with union organization. Ford Motor Company signed its first contract with UAW in 1941, but not before Henry Ford considered shutting down the company to avoid it.

Ford’s political views earned him widespread criticism over the years, beginning with his campaign against U.S. involvement in World War I . He made a failed bid for a U.S. Senate seat in 1918, narrowly losing in a campaign marked by personal attacks from his opponent. In the Dearborn Independent, a local newspaper he bought in 1918, Ford published a number of anti-Semitic writings that were collected and published as a four volume set called The International Jew. Though he later renounced the writings and sold the paper, he expressed admiration for Adolf Hitler and Germany, and in 1938 accepted the Grand Cross of the German Eagle, the Nazi regime’s highest medal for a foreigner.

Edsel Ford died in 1943, and Henry Ford returned to the presidency of Ford Motor Company briefly before handing it over to his grandson, Henry Ford II, in 1945. He died two years later at his Dearborn home, at the age of 83.

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Biography of Henry Ford, American Industrialist and Inventor

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Henry Ford (July 30, 1863–April 7, 1947) was an American industrialist and business magnate best known for founding the Ford Motor Company and promoting the development of the assembly line technique of mass production. A prolific innovator and shrewd businessman, Ford was responsible for the Model T and Model A automobiles, as well as the popular Fordson farm tractor, the V8 engine, a submarine chaser, and the Ford Tri-Motor "Tin Goose" passenger airplane. No stranger to controversy, the often outspoken Ford was also known for promoting anti-Semitism .

Fast Facts: Henry Ford

• Known For: American industrialist, founder of the Ford Motor Company
• Born: July 30, 1863 in Dearborn, Michigan
• Parents: Mary Litogot Ahern Ford and William Ford
• Died: April 7, 1947 in Dearborn, Michigan
• Education: Goldsmith, Bryant & Stratton Business University 1888—1890
• Published Works: My Life and Work
• Spouse: Clara Jane Bryant
• Children: Edsel Ford (November 6, 1893–May 26, 1943)
• Notable Quote: “The only true test of values, either of men or of things, is that of their ability to make the world a better place in which to live.” 

Henry Ford was born on July 30, 1863 to William Ford and Mary Litogot Ahern on the family’s farm near Dearborn, Michigan. He was the eldest of six children in a family of four boys and two girls. His father William was a native of County Cork, Ireland, who fled the Irish potato famine with two borrowed IR£ pounds and a set of carpentry tools to come to the United States in 1847. His mother Mary, the youngest child of Belgian immigrants, was born in Michigan. When Henry Ford was born, the United States was in the midst of the Civil War .

Ford completed first through eighth grades in two one-room schoolhouses, the Scottish Settlement School and the Miller School. The Scottish Settlement School building was eventually moved to Ford's Greenfield Village and opened to tourists. Ford was particularly devoted to his mother, and when she died in 1876, his father expected Henry to run the family farm. However, he hated farm work, later recalling, “I never had any particular love for the farm—it was the mother on the farm I loved.”

After the 1878 harvest, Ford abruptly left the farm, walking off without permission to Detroit, where he stayed with his father's sister Rebecca. He took a job at the streetcar manufacturer Michigan Car Company Works, but was fired after six days and had to return home.

In 1879, William got Henry an apprenticeship at the James Flower and Brothers Machine shop in Detroit, where he lasted nine months. He left that job for a position at the Detroit Dry Dock Company, which was a pioneer in iron ships and Bessemer steel. Neither job paid him enough to cover his rent, so he took a night job with a jeweler, cleaning and repairing watches.

Henry Ford returned to the farm in 1882, where he operated a small portable steam threshing machine—the Westinghouse Agricultural Engine—for a neighbor. He was very good at it, and over the summers of 1883 and 1884, he was hired by the company to operate and repair engines made and sold in Michigan and northern Ohio.

In December 1885, Ford met Clara Jane Bryant (1866–1950) at a New Year's Eve party and they married on April 11, 1888. The couple would have one son, Edsel Bryant Ford (1893–1943).

Ford continued to work the farm—his father gave him an acreage—but his heart was in tinkering. He clearly had a business in mind. Over the winters of 1888 through 1890, Henry Ford enrolled in Goldsmith, Bryant & Stratton Business University in Detroit, where he likely took penmanship, bookkeeping, mechanical drawing, and general business practices.

The Road to the Model T

By the early 1890s, Ford was convinced that he could construct a horseless carriage. He didn't know enough about electricity, however, so in September 1891 he took a job with the Edison Illuminating Company in Detroit. After his first and only son Edsel was born on November 6, 1893, Ford was promoted to chief engineer. By 1896, Ford had built his first working horseless carriage, which he named a quadricycle. He sold it in order to finance work on an improved model—a delivery wagon.

On April 17, 1897, Ford applied for a patent for a carburetor, and on August 5, 1899, the Detroit Automobile Company was formed. Ten days later, Ford quit the Edison Illuminating Company. And on January 12, 1900, the Detroit Automobile Company released the delivery wagon as its first commercial automobile, designed by Henry Ford.

Ford Motor Company and the Model T 

Ford incorporated the Ford Motor Company in 1903, proclaiming, "I will build a car for the great multitude." In October 1908, he did so, as the first Model T rolled off the assembly line. Ford numbered his models by the letters of the alphabet, although not all of them made it to production. First priced at $950, the Model T eventually dipped as low as $280 during its 19 years of production. Nearly 15,000,000 were sold in the United States alone, a record that would stand for the next 45 years. The Model T heralded the beginning of the Motor Age. Ford's innovation was a car that evolved from a luxury item for the wealthy to an essential form of transportation for the “ordinary man,” which that ordinary man could afford and maintain by himself.

Thanks to Ford’s nationwide publicity effort, half of all cars in the United States were Model Ts by 1918. Every new Model T was black. In his autobiography, Ford famously wrote, “Any customer can have a car painted any color that he wants so long as it is black.”

Ford, who distrusted accountants, managed to amass one of the world's largest fortunes without ever having his company audited. Without an accounting department, Ford reportedly guessed how much money was being taken in and spent each month by separating the company's bills and invoices and weighing them on a scale. The company would continue to be privately-owned by the Ford family until 1956, when the first shares of Ford Motor Company stock were issued.

While Ford did not invent the assembly line , he championed it and used it to revolutionize manufacturing processes in the United States. By 1914, his Highland Park, Michigan, plant used innovative production techniques to turn out a complete chassis every 93 minutes. This was a stunning improvement over the earlier production time of 728 minutes. Using a constantly-moving assembly line, a subdivision of labor, and careful coordination of operations, Ford realized huge gains in productivity and personal wealth.

In 1914, Ford began paying his employees $5 a day, nearly doubling the wages offered by other manufacturers. He cut the workday from nine to eight hours in order to convert the factory to a three-shift workday. Ford's mass-production techniques would eventually allow for the manufacture of a Model T every 24 seconds. His innovations made him an international celebrity.

By 1926, faltering sales of the Model T finally convinced Ford a new model was needed. Even as production of the Ford Model T ended on May 27, 1927, Ford was working on its replacement, the Model A.

The Model A, the V8, and the Tri-Motor

In designing the Model A, Ford focused on the engine, chassis, and other mechanical necessities, while his son Edsel designed the body. With little formal training in mechanical engineering himself, Ford turned much of the actual design of the Model A to a talented team of engineers working under his direction and close supervision.

The first successful Ford Model A was introduced in December 1927. By the time production ended in 1931, more than 4 million Model As had rolled off the assembly line. It was at this point Ford decided to follow the marketing lead of his main competitor General Motors in presenting annual model enhancements as a means of boosting sales. During the 1930s, the Ford-owned Universal Credit Corporation became a major car-financing operation.

As the company’s design change for 1932, Ford set the auto industry on its ear with the revolutionary flathead Ford V8, the first low-price eight-cylinder engine. Variants of the flathead V8 would be used in Ford vehicles for 20 years, with its power and dependability leaving it an iconic engine among hot-rod builders and car collectors.

As a lifelong pacifist, Ford refused to produce arms for either world wars, but he did make engines suitable for aircraft, jeeps, and ambulances. Made by the Ford Airplane Company, the Ford Tri-Motor, or "Tin Goose," was the mainstay of the earliest airplane passenger service between the late 1920s and early 1930s. Even though only 199 were ever built, Ford's all-metal construction, 15-passenger capacity planes suited the needs of almost all of the early airlines until newer, larger, and faster planes from Boeing and Douglas became available.

Other Projects  

Although best known for the Model T, Ford was a restless man and had a substantial number of side projects. One of his most successful was a farm tractor, called the Fordson, which he began developing in 1906. It was built on a Model B engine with a large water tank in place of a standard radiator. By 1916, he had built working prototypes, and when World War I started, he produced them internationally. The Fordson continued to be made in the U.S. until 1928; his factories in Cork, Ireland, and Dagenham, England, made Fordsons throughout World War II.

During World War I, he designed the "Eagle," a submarine chaser powered by a steam turbine. It carried an advanced submarine detection device. Sixty were put into service by 1919, but the costs of development were much higher than original estimates—for one thing, Ford had to excavate canals near his plants to test and transport the new ships.

Ford also built hydroelectric plants, eventually constructing 30 of them, including two for the U.S. government: one on the Hudson River near Troy, New York, and one on the Mississippi River at Minneapolis/St. Paul, Minnesota. He had a project called Ford Estates, in which he would buy up properties and rehab them for other purposes. In 1931, he bought the 18th-century manor Boreham House in Essex, England, and a surrounding 2,000 acres of land. He never lived there but set up Boreham House as an Institute of Agricultural Engineering to train men and women on new technologies. Another Ford Estates project was cooperative farming properties in several rural areas in the U.S. and U.K., where people lived in cottages and raised crops and animals.

After the Japanese attacked Pearl Harbor in 1941, Ford became one of the major U.S. military contractors, supplying airplanes, engines, jeeps, and tanks throughout World War II.

Later Career and Death

When Ford’s son Edsel, then president of Ford Motor Company, died of cancer in May 1943, the elderly and ailing Henry Ford decided to reassume the presidency. Now nearly 80 years old, Ford had already suffered several possible heart attacks or strokes, and was described as having become mentally unstable, unpredictable, suspicious, and generally no longer fit to lead the company. However, having had de facto control of the company for the last 20 years, Ford convinced the board of directors to elect him. With Ford serving until the end of World War II, Ford Motor Company declined sharply, losing more than $10 million a month—nearly $150 million today.

In September 1945, with his health failing, Ford retired and ceded the presidency of the company to his grandson, Henry Ford II. Henry Ford died at age 83 on April 7, 1947, of a cerebral hemorrhage at his Fair Lane estate in Dearborn, Michigan. More than 5,000 people per hour filed past his casket at a public viewing held at Greenfield Village. Funeral services were held in Detroit's Cathedral Church of St. Paul, after which Ford was buried in the Ford Cemetery in Detroit.

Legacy and Controversy

Ford's affordable Model T irrevocably altered American society. As more Americans owned cars, urbanization patterns changed. The United States saw the growth of suburbia, the creation of a national highway system, and a population entranced with the possibility of going anywhere anytime. Ford witnessed many of these changes during his lifetime, all the while personally longing for the agrarian lifestyle of his youth.

Unfortunately, Ford was also criticized as an anti-Semite. In 1918, Ford purchased a then-obscure weekly newspaper called The Dearborn Independent, in which he regularly expressed his strongly anti-Semitic views. Ford required all of his auto dealerships nationwide to carry the Independent and distribute it to its customers. Ford's anti-Semitic articles were also published in Germany, prompting Nazi Party leader Heinrich Himmler to describe him as “one of our most valuable, important, and witty fighters.”

In Ford’s defense, however, his Ford Motor Company was one of the few major corporations known for actively hiring Black workers during the early 1900s, and was never accused of discriminating against Jewish workers. In addition, Ford was among the first companies of the day to regularly hire women and handicapped persons.

Sources and Further References

• Bryan, Ford Richardson. "Beyond the Model T: The Other Ventures of Henry Ford." 2nd ed. Detroit: Wayne State University Press, 1997.
• Bryan, Ford R. "Clara: Mrs. Henry Ford.” Detroit: Wayne State University Press, 2013.
• Ford, Henry and Crowther, Samuel (1922). "My Life and Work." CreateSpace Independent Publishing Platform, 2014.
• Lewis, David L. "The Public Image of Henry Ford: An American Folk Hero and His Company." Detroit: Wayne State University Press, 1976.
• Swigger, Jessica. "History Is Bunk: Historical Memories at Henry Ford's Greenfield Village." University of Texas , 2008.
• Weiss, David A. "The Saga of the Tin Goose: The Story of the Ford Tri-Motor." 3rd ed. Trafford, 2013.
• Wik, Reynold M. "Henry Ford and Grass-roots America." Ann Arbor: The University of Michigan Press, 1973.
• Glock, Charles Y. and Quinley, Harold E. “Anti-Semitism in America.” Transaction Publishers, 1983.
• Allen, Michael Thad. “The Business of Genocide: The SS, Slave Labor, and the Concentration Camps.” University of North Carolina Press, 2002.
• Wood, John Cunningham and Michael C. Wood (eds). "Henry Ford: Critical Evaluations in Business and Management, Volume 1." London: Routledge, 2003.

Updated by Robert Longley .

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Biography Online

Henry Ford Biography

Henry Ford (1863–1947) was an industrialist who changed the face of automobile manufacture in America, becoming the epitome of American Capitalism. He lent his name to ‘Fordism’ – efficient mass production.

Henry Ford Early Life

Shortly after his mother passed away, Henry left the family farm to seek employment in Detroit. He worked his way up to becoming an engineer at the Edison Illuminating Company. By 1893 he had become chief engineer and gained the recognition and encouragement of Thomas Edison. Henry Ford retained a deep affection for Thomas Edison throughout his life.

The Model T

1910 Ford Model T

It was working as chief engineer at Edison’s that he was able to work on a petrol drive quadricycle. His testing was successful, and this enabled him to develop the quadricycle into a small car. In the late 1890s, he quit Edison Illuminating Company to form his own motor car company. In 1903 the Ford Motor Company was born with the backing of $28,000 from various investors. He worked assiduously on the optimal components for a new car. The company developed the Model A, B, C, F, N before coming out with the famous Model T in 1908. The Model T had many limitations – no speedometer, no starter, no oil gauge, an idiosyncratic gear system, different sized front and back wheels and headlights which ran off a dynamo. However, it was remarkably cheap and over the years, Ford constantly sought to improve the efficiency of the assembly line, enabling higher output and lower costs.

“I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one — and enjoy with his family the blessing of hours of pleasure in God’s great open spaces.” – Henry Ford “My Life and Work” (1922)

In its first year of production, it sold 10,607 cars and for the next five years output roughly doubled until by 1914, a quarter of a million Model T cars were rolling off his assembly lines with Ford making a profit of $27 million. By 1921, the number of cars produced had risen to 1.25 million. Despite their quirks, they were very popular with working families and farmers, who for the first time saw a motor car as a realistic proposal and not just the plaything of the rich. Such was its reliability that farmers bought the Model-T and converted it to work as a tractor.

Working Practices of Henry Ford

A drawback of Ford’s assembly line was that the work was very monotonous and highly regulated, workers were only given a very limited time for breaks and they were metaphorically chained to their post. As a result, the company experienced very high labour turnover, it was difficult to get people to stay. Ford’s solution was revolutionary, he significantly increased wages to $5 a day – far above the national average for workers. This solved the problem of labour turnover as the rewards outstripped the cost. He was even criticised by fellow capitalists for seemingly over-generous pay, but in reply, he pointed out that the high wage helped the workers to be able to afford the cars they were making.

It was Henry Ford who also revolutionised the production line processes. He helped to develop the assembly line method of production and was always seeking to cut costs. Although he did not ‘invent’ the assembly line, he did make one of the most successful commercial applications of its potential. This led to his decision to give customers any colour they choose so long as it was black.

“Any customer can have a car painted any color that he wants so long as it is black.” –  My Life and Work (1922) Chapter IV, p. 71

The motive for insisting on black was because black was the quickest colour to dry and therefore the cheapest.

The impact of the assembly line was to help reduce the cost of the Model T motor car. It helped Ford become the dominant firm in the motor car industry. An estimation from 1932 suggested Ford was producing 33% of the world’s automobile production.

Relative decline

Although Ford played a crucial role in the development of the motor company, in the early days of the company, he also relied heavily on the organisation and management of his Canadian partner James Couzens to promote and distribute the cars. Couzens had a great instinct for business. But, Ford and Couzens often fell out, and Ford resented the high salary of Couzens ($150,000 a year in 1914). In 1915, Couzens sold out and left the company. Ford continued to grow and expand, however by the 1920s, rival motor companies started to chip away at Ford’s dominance. In particular, General Motors and Chrysler replicated Ford’s efficiency but they were able to offer better cars, such as cars with an automatic starter. From the mid 1920s, Ford saw its market share slip.

Other interests

In the 1920s, Ford became interested in other projects outside the motor industry. He was fascinated with the properties of the soybean and its versatility in creating different foodstuffs. In 1927, he launched an ambitious project to develop his own rubber supply in Brazil. Ford didn’t like being at the mercy of imports from the British Empire with a lack of control over costs. He aimed to build a model plantation and town on the edges of the Amazon rainforest. However, the project was an expensive failure, with rubber proving hard to grow in Brazil and the project was beset with high costs and a high death rate of workers.

Battle with the unions

Whilst Henry Ford paid a high wage, he was hostile to the role of trades unions. For a long time, he battled against the trades unions, refusing to have anything to do them. Ford employed the notorious Harry Bennett who was ruthless in attacking those seeking to unionise. In 1932, Bennett’s armed men shot and killed five workers at Ford’s River Rouge Complex.

Strike at Ford Motor Company

In 1937, the great union leader Walter Reuther began distributing leaflets at the Ford factory in Michigan, with the simple slogan ‘Unionism not Fordism.’ Again, Ford’s hired thugs viciously beat up Reuther and other trades unionists. However, this time the event was witnessed by journalists – in what became known as the “Battle of the Overpass.” The brutality shifted public opinion away from car owners to workers wishing to unionise. In 1941, with the workers again on strike, his wife encouraged Ford to capitulate to the United Auto Workers (UAW) and Ford finally agreed to the recognition of unions.

Views on Peace and War

Henry Ford had a dislike of war. He helped to fund a peace ship to Europe in 1915 and spoke out against the ‘vague financiers who encourage war’.

“Instead, many of these business men are working hand in glove with the military men who start, drive and end the wars. And they are in it for what they can get out of the murder to fatten their wallets. They work for the very conditions that pre- vent good wages and steady work for willing men. What will they do with their surplus of munition-makers when the war is ended?”

– Henry Ford, Published September 5, 1915 in the Detroit Free Press

In the lead up to the Second World War, like many Americans, he advocated an isolationist stance. Even after Pearl Harbour, he never got involved in the Second World War effort, though he allowed other officials in the Ford company to transform Ford into one of the biggest military plane builders of the war.

Henry Ford generally did not affiliate to a political party. However, in 1924, Woodrow Wilson persuaded him to run for the Senate as a Democrat. After narrowly losing his bid, he did not get involved in party politics again.

Anti-semitic views

Henry Ford also subscribed to various anti-semitic pamphlets and in the 1920s bought his own newspaper and turned it into his own general magazine. The magazine did not sell well because the articles were often obtuse with little popular appeal. However, Ford continued to put money into magazine and pushed the magazine at Ford motor showrooms across the country. The magazine printed several anti-semitic articles accusing Jews of controlling the media, Hollywood and even fixing baseball’s World Series of 1921. Ford felt it was perfectly rational to have no prejudice to individual Jews (he employed a good Jewish friend Albert Kahn to design his factories) whilst at the same time holding political views which were prejudicial.

However, in 1927, his magazine was sued by a Jewish lawyer named Aaron Shapiro who had been defamed in Ford’s independent with typical anti-semitic smears. The case went to trial and Ford was called to testify. One day before he was due to testify, he had a serious road accident and the trial had to be rescheduled. Before the trial came to cour, Ford decided to send a letter of apology, pay costs and promise not to repeat the smears. The Independent was closed with a loss of $5 million and Ford retreated from making anti-semitic public statements, but his apology may have been written by others in the company, and in private he continued to share his anti-semitic views.

Adolf Hitler openly admired Henry Ford (he had a picture of Ford in his room). Ford is the only foreigner mentioned in Mein Kampf. Hitler wanted Volkswagen to mirror the production techniques and philosophy of Ford Motor company. In 1938, Ford accepted the Grand Cross of the German Eagle – the highest civilian honour from Nazi Germany. However, he was sceptical of German militarism saying to the New York Times.

“My acceptance of a medal from the German people does not, as some people seem to think, involve any sympathy on my part with Nazism. Those who have known me for many years realize that anything that breeds hate is repulsive to me”. ( 1 )

Personal qualities

Henry Ford embodied the Protestant work ethic of honest hard work, thrift and continual self-improvement. He has become noted for some of his inspirational self-improvement quotes – emphasising hard work and self-sufficiency.

“You will find men who want to be carried on the shoulders of others, who think that the world owes them a living. They don’t seem to see that we must all lift together and pull together.” – Henry Ford. As quoted in Wisdom & Inspiration for the Spirit and Soul (2004)

Towards the end of his life, he spent considerable time with his friend Thomas Edison , who moved into West Orange, New Jersey. He said that money never particularly appealed to him and throughout his life, he retained his thrifty nature and unwillingness to spend money on himself.

“I never have known what to do with money after my expenses were paid—can’t squander it on myself without hurting myself, and nobody wants to do that. Money is the most useless thing in the world, anyhow.” – Henry Ford’s Own Story, ch.4

Religion of Henry Ford

Ford was brought up in the Episcopalian church, but he was not a committed follower. He adopted a belief of reincarnation into his world view, saying that he believed it took many lives to develop certain skills and abilities.

“Genius is experience. Some seem to think that it is a gift or talent, but it is the fruit of long experience in many lives.”

Talking of religion, he advocated the importance of living rather than studying religion.

“Religion, like everything else, is a thing that should be kept working. I see no use in spending a great deal of time learning about heaven and hell. In my opinion, a man makes his own heaven and hell and carries it around with him. Both of them are states of mind.” ( Henry Ford’s own story )

Citation: Pettinger, Tejvan . “Biography of Henry Ford”, Oxford, www.biographyonline.net , 25th Oct. 2009. Last updated 20 April 2020.

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Henry Ford summary

Henry Ford , (born July 30, 1863, Wayne county, Mich., U.S.—died April 7, 1947, Dearborn, Mich.), U.S. industrialist and pioneer automobile manufacturer. Ford worked his way up from a machinist’s apprentice (at age 15) to the post of chief engineer at the Edison Company in Detroit. He built his first experimental car in 1896. In 1903, with several partners, he formed the Ford Motor Company . In 1908 he designed the Model T; demand became so great that Ford developed new mass-production methods, including the first moving assembly line in 1913. He developed the Model A in 1928 to replace the Model T, and in 1932 he introduced the V-8 engine. He observed an eight-hour workday and paid his workers far above the average, holding that well-paid laborers become the consumers that industrialists require, but strenuously opposed labor unions. As the first to make car ownership affordable to large numbers of Americans, he exerted a vast and permanent influence on American life. Ford agitated against U.S. involvement in World War I, and in 1918 he bought a Michigan newspaper and used it to attack Jews and spread anti-Semitic misinformation. In 1936 he created the Ford Foundation, which later became the richest private philanthropic foundation in the world.

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Founder, Ford Motor Company

Retired curator of transportation at The Henry Ford, Bob Casey admits that he is fascinated with the way Ford approached life. "He was one of these people who didn't take a job because he knew how to do it," says Casey during this lengthy video interview. "He often took jobs because he didn't know how to do them, and they were opportunities to learn. It's a very gutsy way to learn."

• Transcript of Bob Casey's Interview About Henry Ford

Be ready to revise any system, scrap any method, abandon any theory, if the success of the job requires it.

His Early Life as an Inventor

Henry Ford did not invent the automobile. He didn’t even invent the assembly line. But more than any other single individual, he was responsible for transforming the automobile from an invention of unknown utility into an innovation that profoundly shaped the 20th century and continues to affect our lives today.

Innovators change things . They take new ideas, sometimes their own, sometimes other people’s, and develop and promote those ideas until they become an accepted part of daily life. Innovation requires self-confidence, a taste for taking risks, leadership ability and a vision of what the future should be. Henry Ford had all these characteristics, but it took him many years to develop all of them fully.

His beginnings were perfectly ordinary. He was born on his father’s farm  in what is now Dearborn, Michigan on July 30, 1863. Early on Ford demonstrated some of the characteristics that would make him successful, powerful, and famous. He organized other boys to build rudimentary water wheels and steam engines. He learned about full-sized steam engines  by becoming friends with the men who ran them. He taught himself to fix watches , and used the watches as textbooks to learn the rudiments of machine design. Thus, young Ford demonstrated mechanical ability, a facility for leadership, and a preference for learning by trial-and-error. These characteristics would become the foundation of his whole career.

Ford could have followed in his father’s footsteps and become a farmer. But young Henry was fascinated by machines and was willing to take risks to pursue that fascination. In 1879 he left the farm to become an apprentice at the Michigan Car Company, a manufacturer of railroad cars in Detroit. Over the next two-and-one-half years he held several similar jobs, sometimes moving when he thought he could learn more somewhere else.

He returned home in 1882 but did little farming. Instead he operated and serviced portable steam engines  used by farmers, occasionally worked in factories in Detroit, and cut and sold timber from 40 acres of his father’s land. By now Ford was demonstrating another characteristic—a preference for working on his own rather than for somebody else. In 1888 Ford married Clara Bryant  and in 1891 they moved to Detroit where Henry had taken a job as night engineer for the Edison Electric Illuminating Company . Ford did not know a great deal about electricity. He saw the job in part as an opportunity to learn.

Henry was an apt pupil, and by 1896 had risen to chief engineer of the Illuminating Company. But he had other interests. He became one of scores of people working in barns and small shops across the country trying to build horseless carriages. Aided by a team of friends, his experiments culminated in 1896 with the completion of his first self-propelled vehicle, the Quadricycle . It had four wire wheels that looked like heavy bicycle wheels, was steered with a tiller like a boat, and had only two forward speeds with no reverse.

A second car  followed in 1898. Ford now demonstrated one of the keys to his future success—the ability to articulate a vision and convince other people to sign on and help him achieve that vision. He persuaded a group of businessmen to back him in the biggest risk of his life—a company to make and sell horseless carriages. But Ford knew nothing about running a business, and learning by trial-and-error always involves failure. The new company failed, as did a second. To revive his fortunes Ford took bigger risks, building and even driving racing cars . The success of these cars attracted additional financial backers, and on June 16, 1903 Henry incorporated his third automotive venture, Ford Motor Company .

The Innovator and Ford Motor Company

The early history of Ford Motor Company illustrates one of Henry Ford’s most important talents—an ability to identify and attract outstanding people. He hired a core of young, able men who believed in his vision and would make Ford Motor Company into one of the world’s great industrial enterprises. The new company’s first car, called the Model A , was followed by a variety of improved models . In 1907 Ford’s four-cylinder, $600 Model N  became the best-selling car in the country. But by this time Ford had a bigger vision: a better, cheaper “motorcar for the great multitude.” Working with a hand-picked group of employees he came up with the Model T, introduced on October 1, 1908.

The Model T was easy to operate, maintain, and handle on rough roads. It immediately became a huge success . Ford could easily sell all he could make; but he wanted to make all he could sell. Doing that required a bigger factory. In 1910 the company moved into a huge new plant in Highland Park , Michigan, just north of Detroit. There Ford Motor Company began a relentless drive to increase production and lower costs. Henry and his team borrowed concepts from watch makers, gun makers, bicycle makers, and meat packers, mixed them with their own ideas and by late 1913 they had developed a moving assembly line for automobiles . But Ford workers objected to the never-ending, repetitive work on the new line. Turnover was so high that the company had to hire 53,000 people a year to keep 14,000 jobs filled. Henry responded with his boldest innovation ever—in January 1914 he virtually doubled wages to $5 per day .

At a stroke he stabilized his workforce and gave workers the ability to buy the very cars they made. Model T sales rose steadily as the price dropped. By 1922 half the cars in America were Model Ts and a new two-passenger runabout could be had for as little as $269.

In 1919, tired of “interference” from the other investors in the company, Henry determined to buy them all out. The result was several new Detroit millionaires and a Henry Ford who was the sole owner of the world’s largest automobile company. Ford named his 26-year-old son Edsel as president, but it was Henry who really ran things. Absolute power did not bring wisdom, however.

Success had convinced him of the superiority of his own intuition, and he continued to believe that the Model T was the car most people wanted. He ignored the growing popularity of more expensive but more stylish and comfortable cars like the Chevrolet, and would not listen to Edsel and other Ford executives when they said it was time for a new model.

By the late 1920s even Henry Ford could no longer ignore the declining sales figures. In 1927 he reluctantly shut down the Model T assembly lines and began designing an all-new car. It appeared in December of 1927 and was such a departure from the old Ford that the company went back to the beginning of the alphabet for a name—they called it the Model A .

The new car would not be produced at Highland Park. In 1917 Ford had started construction on an even bigger factory on the Rouge River in Dearborn, Michigan. Iron ore and coal were brought in on Great Lakes steamers and by railroad. By 1927, all steps in the manufacturing process from refining raw materials to final assembly of the automobile took place at the vast Rouge Plant , characterizing Henry Ford’s idea of mass production. In time it would become the world’s largest factory , making not only cars but the steel, glass, tires, and other components that went into the cars.

Henry Ford’s intuitive decision making and one-man control were no longer the formula for success. The Model A was competitive for only four years before being replaced by a newer design. In 1932, at age 69 Ford introduced his last great automotive innovation, the lightweight, inexpensive V8 engine . Even this was not enough to halt his company’s decline. By 1936 Ford Motor Company had fallen to third place in the US market, behind both General Motors and Chrysler Corporation.

In addition to troubles in the marketplace, Ford experienced troubles in the workplace. Struggling during the Great Depression, Ford was forced to lower wages and lay off workers. When the United Auto Workers Union tried to organize Ford Motor Company, Henry wanted no part of such “interference” in running his company. He fought back with intimidation and violence, but was ultimately forced to sign a union contract in 1941.

When World War II began in 1939, Ford, who always hated war, fought to keep the United States from taking sides. But after the Japanese attack on Pearl Harbor Ford Motor Company became one of the major US military contractors , supplying airplanes, engines, jeeps and tanks.

The influence of the aging Henry Ford, however, was declining. Edsel Ford died in 1943 and two year later Henry officially turned over control of the company to Henry II, Edsel’s son. Henry I retired to Fair Lane, his estate  in Dearborn, where he died on April 7, 1947  at age 83.

Henry Ford’s Legacy

Henry Ford had laid the foundation of the twentieth century. The assembly line became the century’s characteristic production mode, eventually applied to everything from phonographs to hamburgers. The vast quantities of war material turned out on those assembly lines were crucial to the Allied victory in World War II. High wage, low skilled factory jobs pioneered by Ford accelerated both immigration from overseas and the movement of Americans from the farms to the cities. The same jobs also accelerated the movement of the same people into an ever expanding middle class. In a dramatic demonstration of the law of unintended consequences, the creation of huge numbers of low skilled workers gave rise in the 1930s to industrial unionism as a potent social and political force. The Model T spawned mass automobility, altering our living patterns, our leisure activities, our landscape, even our atmosphere. 

Why He Innovated

There is a prophetic story of how the 13-year-old Henry Ford got a pocket watch for his birthday, and then proceeded to take it apart. He simply wanted to know how it worked. It was a character trait that marked the rest of Ford's life. He wanted to know how things worked and, just as important, why they didn’t work.

Ford was interested in every aspect of life around him. He explored innovative forms of education which, in time, lead to the founding of the Edison Institute , known today as The Henry Ford. In a single location, Ford brought together dozens of buildings and millions of artifacts. It was one of the largest collections of its kind ever assembled, as well as a bold and ambitious new way for people of all ages to discover and explore the richness of the American experience for themselves.

Henry Ford took inspiration from the past, saw opportunities for the future, and believed in technology as a force for improving people's lives. To him, technology wasn't just a source of profits, it was a way to harness new ideas and, ultimately, further democratize American life.

Inducted 1967

1863 - 1947.

Henry Ford, founder of Ford Motor Company, put the world on wheels with his revolutionary Model T. Ford was born in Springwells Township, Wayne County, Michigan, on July 30, 1863, to Mary and William Ford. He was the eldest of six children in a family of four boys and two girls. His father was a native of County Cork, Ireland, who came to America in 1847 and settled on a farm in Wayne County.  

Young Henry Ford showed an early interest in mechanics. By the time he was 12, he was spending most of his spare time in a small machine shop he had equipped himself. There, at 15, he constructed his first steam engine.  

In July 1891, Ford was hired as an engineer at the Edison Illuminating Company of Detroit. He became chief engineer on November 6, 1893. Thomas Edison became a lifelong mentor and friend to Henry Ford. In 1888, Henry married Clara Jane Bryant, together they had one child, Edsel Bryant Ford, who was born in 1893.   

On August 19, 1899, Ford resigned from the Edison Illuminating Company and, with others, organized the Detroit Automobile Company, which went into bankruptcy about 18 months later. Meanwhile, Henry Ford designed and built several racing cars. In one of them, called Sweepstakes, he defeated Alexander Winton on a track in Grosse Pointe, MI on October 10, 1901. One month later, Henry Ford founded his second automobile venture, the Henry Ford Company. He left that enterprise, which later became the Cadillac Motor Car Company, in early 1902. In another of his racing cars, the 999, he established a world record for the mile, covering the distance in 29.4 seconds on January 12, 1904, on the winter ice of Lake St. Clair.  

Henry Ford founded Ford Motor Company in 1903 with a handful of talented and dedicated employees. In 1908, the first of some 15 million Model T Ford vehicles took to the road. The Model T met the public’s needs perfectly: inexpensive, reliable, easy to repair, and maneuverable on rough and muddy roads. Ford made these cars inexpensively and efficiently using an automated, moving assembly line. The hard, repetitive work of the assembly line resulted in high employee turnover that reduced productivity. Ford responded to that situation in 1914 when he announced that he would pay his workers $5 per day for just eight hours – about twice the going rate. Job seekers applied by the thousands and Ford became a hero to workers who now could afford to buy their own car. In 1923, more than half of America’s cars were Model Ts.  

In 1919, Henry, Clara, and Edsel Ford acquired the interest of all minority stockholders for $105,820,894 and became the sole owners of the Company. Edsel, who succeeded his father as president in 1919, occupied that position until his death in 1943, when Henry returned to the post.     

In September 1945, when he resigned the presidency for a second time, Henry Ford recommended that his grandson, Henry Ford II, be elected to the position. The board of directors followed his recommendation.   

Henry Ford died at his residence, Fair Lane Estate in Dearborn, at 11:40 p.m. on Monday, April 7, 1947, following a cerebral hemorrhage. He was 83 years old. 

Henry Ford was born in Wayne County, MI

Married Clara Jane Bryant

Hired by the Edison Illuminating Company of Detroit

Henry’s only child, Edsel was born

Promoted to chief engineer at the Edison Illuminating Company

Ford left the Edison Illuminating Company and founded The Detroit Automobile Company

After his first company went bankrupt, Ford founded the Henry Ford Company

Created the Ford Motor Company, and sold his first Model T car the same year

Ford became the president and sole owner of the Ford Motor Company

The first fleet of Model Ts hit American roads, forever changing mobility

Changed American labor standards by paying his workers $5 a day for 8 hours of work

Clara and Edsel Ford purchased all remaining Ford Motor Company shares, making the company completely family owned

Henry’s son Edsel passed away forcing Henry to return as the head of the Ford Motor Company

Henry retired and left his grandson, Henry Ford II as his successor

Henry Ford passed away in his childhood home at the age of 83

Henry Ford was inducted into the Automotive Hall of Fame

• Henry and Edsel: The Creation of the Ford Empire
• My Life & Work - An Autobiography of Henry Ford
• Henry Ford Heritage Association
• Ford Piquette Plant
• Henry Ford Estate
• Model A Ford Foundation
• The Henry Ford Museum

Class of 1967

Walter P. Chrysler

Alfred p. sloan, jr..

Charles F. Kettering

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• World Biography

Henry Ford Biography

Born: July 30, 1863 Dearborn, Michigan Died: April 7, 1947 Dearborn, Michigan American automobile pioneer and industrialist

After founding the Ford Motor Company, the American industrialist Henry Ford developed a system of mass production based on the assembly line and the conveyor belt which produced low-priced cars that were affordable to middleclass Americans.

Ford's early years

The oldest of six children, Henry Ford was born on July 30, 1863, on a prosperous farm near Dearborn, Michigan. He attended school until the age of fifteen, at which time he developed a dislike of farm life and a fascination for machinery. He had little interest in school and was a poor student. He never learned to spell or to read well. Ford would write using only the simplest of sentences. He instead preferred to work with mechanical objects, particularly watches. He repaired his first watch when he was thirteen years old, and would continue to repair watches for enjoyment throughout his life. Although he did not like working on the farm, he did learn that there was great value in working hard and being responsible.

In 1879 Ford left for Detroit, Michigan, to become an apprentice (a person who works for another to learn a specific skill or trade) at a machine shop. He then moved to the Detroit Drydock Company. During his apprenticeship he received $2.50 a week, but room and board cost $3.50 so he labored nights repairing clocks and watches. He later worked for Westinghouse, locating and repairing road engines.

Ford's father wanted him to be a farmer and offered him forty acres of timberland, provided he give up machinery. Ford accepted the proposal, then built a first-class machinist's workshop on the property. His father was disappointed, but Ford did use the two years on the farm to win a bride, Clara Bryant.

Ford's first car

Ford began to spend more and more time in Detroit working for the Edison Illuminating Company, which later became the Detroit Edison Company. By 1891 he had left the farm permanently. Four years later he became chief engineer. While at the Edison Illuminating Company he met Thomas A. Edison (1847–1931), who eventually became one of his closest friends.

Ford devoted his spare time to building an automobile with an internal combustion engine, a type of engine in which a combination of fuel and air is burned inside of the engine to produce mechanical energy to perform useful work. His first car, finished in 1896, followed the attempts, some successful, of many other innovators. His was a small car driven by a two-cylinder, four-cycle motor and by far the lightest (500 pounds) of the early American vehicles. The car was mounted on bicycle wheels and had no reverse gear.

In 1899 the Detroit Edison Company forced Ford to choose between automobiles and his job. Ford chose cars and that year formed the Detroit Automobile Company, which collapsed after he disagreed with his financial backers. His next venture was the unsuccessful Henry Ford Automobile Company. Ford did gain some status through the building of racing cars, which resulted in the "999," driven by the famous Barney Oldfield (1878–1946).

Ford Motor Company

By this time Ford had conceived the idea of a low-priced car for the masses, but this notion flew in the face of popular thought, which considered cars as only for the rich. After the "999" victories, Alex Y. Malcomson, a Detroit coal dealer, offered to aid Ford in a new company. The result was the Ford Motor Company, founded in 1903, with its small, $28,000 financing supplied mostly by Malcomson. However, exchanges of stock were made to obtain a small plant, motors, and transmissions. Ford's stock was in return for his services. Much of the firm's success can be credited to Ford's assistants—James S. Couzens, C. H. Wills, and John and Horace Dodge.

By 1903 over fifteen hundred firms had attempted to enter the new and struggling automobile industry, but only a few, such as Ransom Eli Olds (1864–1950), had become firmly established. Ford began production of a Model A, which imitated the Oldsmobile, and followed with other models, to the letter S. The public responded, and the company flourished. By 1907 profits exceeded $1,100,000, and the net worth of the company stood at $1,038,822.

Ford also defeated the Selden patent (the legal rights given to a company or person for the sole use, sale, or production of an item for a limited period of time), which had been granted on a "road engine" in 1895. Rather than challenge the patent's legal soundness, manufacturers secured a license to produce engines. When Ford was denied such a license, he fought back; after eight years of legal action, the courts decided the patent was valid but not violated. The case gave the Ford Company valuable publicity, with Ford cast as the underdog, but by the time the issue was settled, the situation had been reversed.

New principles

In 1909 Ford made the important decision to manufacture only one type of car—the Model T, or the "Tin Lizzie." By now he firmly controlled the company, having bought out Malcomson. The Model T was durable, easy to operate, and economical; it sold for $850 and came in one color—black. Within four years Ford was producing over forty thousand cars per year.

During this rapid expansion Ford held firmly to two principles: cutting costs by increasing productivity and paying high wages to his employees. In production methods Ford believed the work should be brought by a conveyor belt to the worker at waist-high level. This assembly-line technique required seven years to perfect. In 1914 he startled the industrial world by raising the minimum wage to five dollars a day, almost double the company's average wage. In addition, the "Tin Lizzie" had dropped in price to $600; it later went down to $360.

World War I

Ford was now an internationally known figure, but his public activities were less successful than his industrial ones. In 1915 his peace ship, the Oskar II, sailed to Europe to seek an end to World War I (1914–18; a war fought between the German-led Central powers and the Allies: England, the United States, Italy, and other nations). His suit against the Chicago Tribune for calling him an anarchist (a person who desires to change the existing government) received unfortunate publicity. In 1918 his race for the U.S. Senate as a Democrat met a narrow defeat. Ford's worst mistake was his approval of an anti-Semitic (anti-Jewish) campaign waged by the Ford-owned newspaper, the Dearborn Independent.

When the United States entered World War I, Ford's output of military equipment and his promise to give back all profits on war production (which he never did) silenced the critics. By the end of the conflict his giant River Rouge plant, the world's largest industrial facility, was near completion. Ford gained total control of the company by buying the outstanding stock.

In the early 1920s the company continued its rapid growth, at one point producing 60 percent of the total United States output. But problems began to arise. Ford was an inflexible man and continued to rely on the Model T, even as public tastes shifted. By the middle of the decade Ford had lost his dominant position to the General Motors (GM) company. He finally saw his error and in 1927 stopped production of the Model T. However, since the new Model A was not produced for eighteen months, there was a good deal of unemployment among Ford workers. The new car still did not permanently overtake the GM competition, Chevrolet, and Ford remained second.

Final years

Ford's last years were frustrating. He never accepted the changes brought about by the Great Depression (a period in the 1930s marked by severe economic hardship) and the 1930s New Deal, President Franklin D. Roosevelt's (1882–1945) plan to help the United States recover from the Great Depression. He fell under the spell of Harry Bennett, a notorious figure with connections to organized crime, who, as head of Ford's security department, influenced every phase of company operations and created friction between Ford and his son Edsel. For various reasons Ford, alone in his industry, refused to cooperate with the National Recovery Administration, a 1930s government agency that prepared and oversaw codes of fair competition for businesses and industries. He did not like labor unions, refused to recognize the United Automobile Workers (UAW), and brutally restricted their attempts to organize the workers of his company.

Ford engaged in some philanthropic or charitable activity, such as the Henry Ford Hospital in Detroit. The original purpose of the Ford Foundation, established in 1936 and now one of the world's largest foundations, was to avoid estate taxes. Ford's greatest philanthropic accomplishment was the Ford Museum and Greenfield Village in Dearborn, Michigan.

A stroke in 1938 slowed Ford, but he did not trust Edsel and so continued to exercise control of his company. During World War II (1939–45; a war fought between the Axis: Germany, Italy, and Japan—and the Allies: England, France, the Soviet Union, and the United States), Ford at first made pacifist, or peace-minded, statements, but changed his mind and contributed greatly to the war effort. Ford's grandson, Henry Ford II, took over the company after the war. Henry Ford died on April 7, 1947, in Dearborn.

For More Information

Brough, James. The Ford Dynasty: An American Story. New York: Doubleday, 1977.

Collier, Peter, and David Horowitz. The Fords: An American Epic. San Francisco: Summit, 2001.

Kent, Zachary. The Story of Henry Ford and the Automobile. Chicago: Children's Press, 1990.

McCarthy, Pat. Henry Ford: Building Cars for Everyone. Berkeley Hts., NJ: Enslow, 2002.

Middleton, Haydn. Henry Ford: The People's Carmaker. New York: Oxford University Press, 1998.

Weitzman, David L. Model T: How Henry Ford Built a Legend. New York: Crown, 2002.

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Henry Ford Biography

Birthday: July 30 , 1863 ( Leo )

Born In: Springwells Township, Michigan, United States

Henry Ford was an American industrialist who founded the ‘Ford Motor Company,’ which sells automobiles and commercial vehicles under the ‘Ford’ brand. He also played a major role in the development of the ‘assembly line’ technique of mass production. Before he started his company, most American middle-class families could not afford automobiles. However, Ford revolutionized the automobile industry by developing and manufacturing affordable automobiles that even the middle-class community could conveniently purchase. Born to a farmer in Greenfield Township, Michigan, he started displaying leadership qualities and technical skills as a young boy. He was expected to follow in his father’s footsteps and become a farmer, but he had other plans for himself. Intelligent and hard-working, he apprenticed with a machinist and went on to become an engineer. Fascinated with automobiles, he started conducting his own experiments in building them. During this time, he became acquainted with the famous inventor Thomas Edison who encouraged his experiments. Motivated, Ford built several automobiles before establishing the ‘Ford Motor Company.’ As an industrialist, he adopted several innovations in his company that revolutionized the entire automobile industry. He was also well-known for his pacifist views and staunch opposition to wars.

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Died At Age: 83

Spouse/Ex-: Clara Ala Bryant (m. 1888–1947)

father: William Ford

mother: Mary Litogot Ford

siblings: Jane Ford, Margaret Ford, Robert Ford, William Ford Jr.

children: Edsel Ford

Born Country: United States

Automobile Industry American Men

Died on: April 7 , 1947

place of death: Dearborn, Michigan, United States

Ancestry: Irish American, British American, Belgian American

U.S. State: Michigan

Founder/Co-Founder: Ford Motor Company

awards: 1928 - Franklin Institute's Elliott Cresson Medal 1938 - Nazi Germany's Grand Cross of the German Eagle

You wanted to know

What was henry ford's impact on the automotive industry.

Henry Ford revolutionized the automotive industry by introducing the assembly line production method, making cars more affordable and accessible to the general public.

How did Henry Ford contribute to the development of mass production techniques?

Henry Ford implemented the concept of the moving assembly line in his factories, which significantly increased production efficiency and decreased manufacturing costs.

What was the significance of the Ford Model T in Henry Ford's career?

The Ford Model T was the first affordable automobile produced on a large scale, making car ownership attainable for the middle class and cementing Ford's legacy in the automotive industry.

How did Henry Ford's business practices impact the American economy?

Henry Ford's business practices, such as offering higher wages to workers and reducing working hours, played a role in shaping labor practices and standards in the United States.

What was Henry Ford's vision for the future of transportation?

Henry Ford envisioned a future where automobiles would be widely accessible to the masses, leading to increased mobility and economic growth across the country.

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Henry Ford was born on July 30, 1863, in Greenfield Township, Michigan, USA, to William and Mary Ford. He had four siblings.

He was bright and curious as a child. He was in his teens when his father gave him a pocket watch, which he dismantled and reassembled by himself. He also practiced with the timepieces of his friends and neighbors, and soon became known as a watch repairman in his neighborhood. From a young age, he also demonstrated leadership qualities.

His mother died in 1876, leaving him devastated. Now that his mother was gone, he did not want to live on the farm anymore.

He left home in 1879 to work as an apprentice machinist with ‘James F. Flower & Bros.’ in Detroit. Later on, he worked for the ‘Detroit Dry Dock Co.’ before returning home in 1882.

Back home, he started working on the family farm and became an expert at operating the Westinghouse portable steam engine. His technical skills gained recognition and he was hired by ‘Westinghouse’ to service their steam engines.

His mechanical skills and ability to grasp new things led to his appointment as night engineer for ‘Edison Electric Illuminating Company’ in 1891. He found the job very exciting as he got the opportunity to learn more about electricity, which was a fairly new concept back then.

Hardworking and determined, Ford rose to the position of chief engineer of the ‘Illuminating Company’ by 1896. Apart from working for the company, he also started working on building automobiles, something he was always fascinated with.

He teamed up with a group of friends and built a self-propelled vehicle, the quadricycle. The vehicle had four wire wheels that looked like heavy bicycle wheels and a tiller for steering. It also had two forward speeds with no reverse.

He met Thomas Edison who approved of his experimentation. Motivated, Ford continued improving his model of automobile and completed a second vehicle in 1898.

Ford then decided to form his own company and resigned from his job. He founded the ‘Detroit Automobile Company’ in 1899. However, the automobiles produced by the company did not perform well in the market. Soon, he was forced to shut down the business.

He then started working on improving the quality of his automobiles. He successfully raced a 26-horsepower automobile in October 1901. He then teamed up with the stockholders of his ‘Detroit Automobile Company’ to form the ‘Henry Ford Company’ in November 1901.

However, some issues came up between Ford and other stockholders and Ford left the company. Following Ford’s departure, the company was renamed ‘Cadillac Automobile Company.’

Undaunted by the failure of yet another venture, he continued to pursue his passion for building automobiles. He built several racing cars over the ensuing years, including the ‘999’ racer, which looked quite promising.

In 1903, Henry incorporated the ‘Ford Motor Company.’ The original investors included Henry Ford, Alexander Y. Malcomson, the Dodge brothers, and John S. Gray among others. Around this time, race driver Barney Oldfield drove the ‘999’ around the country, making the ‘Ford’ brand known throughout the United States.

The company launched ‘Model T’ in October 1908. The vehicle had a steering wheel on the left—an idea that other automobile companies soon copied. The model proved to be highly successful as it was not only affordable but also very simple to drive. It was also easy and cheap to repair the vehicle.

The ‘Model T’ was so successful that Ford had to greatly expand its production in order to meet the ever-increasing demand. In order to meet the demand, Ford and his company staff developed a moving assembly line for automobiles in 1913. The company developed techniques for mass production, which enabled them to greatly increase their output.

The ‘Model T’ dominated the automobile market for several years. By 1918, half of all cars in America were Model Ts. In 1918, Ford handed over the presidency of the ‘Ford Motor Company’ to his son Edsel Ford, though he retained the final decision authority.

By the mid-1920s, the sales of ‘Model T’ began to decline. Thus, the company introduced the ‘Ford Model A’ in 1927. The new model proved to be profitable till 1931, but the company continued to decline in the 1930s. By 1936, ‘Ford Motor Company’ had fallen to third place in the US market, behind ‘General Motors’ and ‘Chrysler Corporation.’

Henry Ford was a pacifist. When the ‘Second World War’ broke out in 1939, he opposed the United States’ entry into the war. However, when America entered the war, ‘Ford Motor Company’ became one of the major US military contractors, supplying airplanes, engines, jeeps, and tanks.

A tragedy befell the aging Ford in 1943 when his son Edsel died of cancer. Even though Henry Ford formally resumed control of the company after his son’s death, he no longer exercised absolute authority. The key decisions were taken by others and he was largely sidelined. Eventually, his grandson Henry Ford II was made the president of the company.

Henry Ford was the founder of the ‘Ford Motor Company,’ which revolutionized the automobile industry. Under Ford’s leadership, the company introduced methods for large-scale manufacturing of cars and large-scale management of an industrial workforce using specialized techniques. Today, it is the second-largest US-based automaker.

Ford was awarded the Franklin Institute's ‘Elliott Cresson Medal’ in 1928.

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

He married Clara Jane Bryant in 1888, and they had a son named Edsel.

Henry Ford died of a cerebral hemorrhage on 7 April 1947, at the age of 83. His funeral was held in Detroit's ‘Cathedral Church of St. Paul.’ His mortal remains were buried in the ‘Ford Cemetery’ in Detroit.

Henry Ford was known to have a unique sense of fashion, often wearing a suit made of denim, which was quite unusual for his time.

He had a fascination with soybeans and even built a car with body panels made from soybean-based plastic in the 1940s.

Ford had a strong interest in promoting a healthy lifestyle and encouraged his employees to exercise regularly by setting up athletic clubs and sports teams at his factories.

He was an avid supporter of technological advancements and believed in the potential of renewable energy sources, experimenting with ethanol fuel for his automobiles.

Ford had a love for music and even hired a violinist to play for his workers during their lunch breaks to boost morale and productivity.

See the events in life of Henry Ford in Chronological Order

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Henry Ford — Biography

Henry Ford was born in 1863, in Dearborn, Michigan, on his family’s farm. There his spent his early years till when at the age of 17 he left it and headed to Detroit to become an apprentice.

In 1882 he finished the apprenticeship and Westinghouse hired him for summer periods to demonstrate their steam engines on different farms. Winter time he spent with his father (his mother died when he was 12) on the farm, building his own steam engine. During one of such winter periods he met his future wife, Clara Bryant, whom he married in 1888 and with whom he moved to Detroit in 1891. There he started working for the Edison Illuminating Company in order to learn more about electricity. Thanks to this and to his work in his free time he managed to design his own gasoline engine ignited by electricity and on June 4, 1896 he completed the Quadricycle — his first successful horseless carriage.

Success of his own construction work made him believe that he could build automobiles for sale and that people need cars, which would be useful and make their lives easier. He tried several companies together with investors, but they disbanded in a short time. At the same time Ford was building and driving his own racecars and this was the first what made his name well known.

The third attempt in creating a company with investors was more successful than previous ones and this way Ford Motor Company was established. On July 15, 1903, the first car, Model A was sold by the Ford Motor Company for 850$. It created an opportunity for Ford to work further and improve design of his cars.

After several models (B, C and F) Ford designed the Model T (1908). It was specially created for mass production and was light, fast and strong. For this car Henry Ford used Vanadium steel (which was found also by him) and allowed the Model T to be much stronger and reliable. He also painted this model black because this color dried faster than others what helped to save extra time in production circle.

Model T became popular very quickly and due to strong demand Ford had to find a way to increase speed of production. Thanks to this, in 1913 he added a motorized assembly line in the plant. Now a car was moved to workers who had to add parts to it while it was passing them.

This invention significantly reduced time and cost of manufacturing and helped Ford to produce cars much faster and to drop prices (from 850$ for the first car the price eventually dropped to 300$). For a period 1908-1925 Ford produced about 15 millions of the Model T cars.

In order to improve productivity and quality of his workers Henry Ford doubled their wages offering 5$ per day which was the highest for those times in the automobile industry. He also set a reduced work week for his employees starting from 6 days for 8 hours (48-hour week) to 5 days for 8 hours (40-hour week).

In an interview to Samuel Crowther he commented it next way:

«We have,» said Henry Ford, «decided upon and at once put into effect through all the branches of our industries the five day week. Hereafter there will be no more work with us on Saturdays and Sundays. These will be free days, but the men, according to merit, will receive the same pay equivalent as for a full six day week. A day will continue to be eight hours, with no overtime.»

«We are now working out the wage schedules. We have stopped thinking in terms of a minimum wage. That belongs to yesterday, before we quite knew what paying high wages meant. Now so few people get the minimum wage that we do not bother about it at all. We try to pay a man what he is worth and we are not inclined to keep a man who is not worth more than the minimum wage.»

These improvements allowed Ford to attract more skillful workers and instead of heavy turnovers, which were in common those days amongst workers, to collect a constant set of skillful mechanics to his factory and to use their experience and knowledge raising productivity and lowering training costs.

Due to the growing demand the company started building of a large industrial complex along the banks of the Rouge River in Dearborn, Michigan. Construction works were completed by September 1927 and the resulting complex included in itself all what was needed for automobile production from steel mill and automotive assembly line to glass factory. It made Rouge Plant one of the biggest in the world in that time and was embodied realization of Henry Ford’s idea of mass automobile production.

In 1918, Henry Ford was asked by the president of USA to run as a Democrat for the United States Senate from Michigan. His candidature was as one of peace and as a supporter of the proposed League of Nations.

This time Henry Ford involved his only son, Edsel Ford, in managing the company and turned the presidency of Ford Motor Company over to him, thou, staying with the final decision authority. In a while they managed to gain control over the whole company thus gaining the family sole ownership over it. Nevertheless, Henry and Edsel Ford not always could find common points about the way their business should be run. For example, when in mid-1920s sales of Model T reduced, Henry Ford declined any ideas of incorporating new features to the model and forming a customer credit plan which were offered and supported by his son. Drop of sales of Model T made Ford finally change his opinion and agree with creation of a new model. Edsel was responsible for the car’s body design and his father for the technical equipment. This resulted in a new, successful Ford Model A, which was introduced in December 1927 and for 3 years of its production made a total output of more than 4 million.

The Ford Motor Company played also a major role in the Allied victory during World War I and World War II. In order to support Europe Henry Ford’s company started mass production for the war effort. The most produced Allied bomber in history, B-24 Liberator bomber, was mostly produced on Ford’s factory, Willow Run (they achieved 600 machines per month in  24-hours shifts).

In May 1943 dies Edsel Ford, Henry Ford’s son. For a while he assumed the presidency of the company, but weak health made him turned it soon to his oldest grandson, Henry Ford II in 1945. Two years later, on April 7, 1947, he died at age 83 in his Dearborn estate. He was buried in the Ford Cemetery in Detroit.

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Henry Ford | Biography of the Famous American Industrialist

Henry Ford was an American industrialist and business magnate who is most renowned for his contributions to the automobile industry . Born in a farming family, Ford showed his mechanical aptitude from an early age by repairing watches of family and friends. He became an engineer with the Edison Illuminating Company in 1891 and in two years he rose to the position of chief engineer . By the end of the 19th century, he had quit his job and started working towards realizing his dream of creating an affordable automobile . In 1903, with the help of investors, Ford founded the Ford Motor Company . The famous Model T was introduced in 1908 . It transformed the automobile industry and became the most popular car in the United States . Consequently Ford became one of the richest and best known businessmen in the nation . Know about the family, childhood, life, marriage, career and death of Henry Ford though his biography.

Family And Early Life

John Ford , the paternal grandfather of Henry , was born in Ballinascarthy, Ireland. He was forced to leave Ballinascarthy due to a famine and he ultimately settled his family on a farm in Dearborn, Michigan in the United States . In 1861, his son William Ford married Mary Litogot , daughter of Belgian immigrants . On July 30, 1863, Henry Ford was born on a farm in Greenfield Township, Michigan . He was the first surviving child of William and Mary Ford. They had lost their first son at birth in January 1862. William and Mary went on to have five more children: John, Margaret, Jane, William and Robert .

Henry was educated at a local one-room school for eight years . While he was in his teens, his father gave him a pocket watch. Henry was able to easily take it parts apart and reassemble them . Impressed by this feat, his friends and family often requested him to fix their watches and thus he soon gained the reputation of an expert watch repairman . In 1876 , when Henry was in his early teens, his mother passed away leaving him devastated.

Henry’s father wanted him to eventually take over the family farm. However, Henry had little interest in the farm. He later said: “I never had any particular love for the farm – it was the mother on the farm I loved.” Thus at the age of 16, soon after his mother’s death, Henry left left home for the nearby city of Detroit . At Detroit, Henry found apprentice work as a machinist first with James F. Flower & Bros. and then with Detroit Dry Dock Co.

Marriage and Children

In 1882, Henry returned to Dearborn to work on the family farm for three years. During these three years, Ford became an expert at operating the Westinghouse portable steam engine . He continued to work occasional stints in Detroit factories. Moreover, he studied bookkeeping at Goldsmith, Bryant & Stratton Business College in Detroit.

In 1885 , Henry first met Clara Jane Bryant at a New Year’s dance in Michigan in 1885. Both Henry and Clara came from farm families and soon Henry started courting Clara. On April 11, 1888 , the 24-year-old Henry Ford married Clara Jane Bryant on her 22nd birthday at her parent’s home in Greenfield Township, Michigan . 50 years later, Ford said that, “The greatest day of my life is when I married Mrs. Ford” . On November 6, 1893 , the couple had their first and only child , a son named Edsel after Edsel Ruddiman, one of Henry’s closest childhood friends. Edsel Ford served as President of Ford Motor Company from 1919 till his death in 1943 .

Early Career In The Automobile Industry

In 1891 , Henry Ford secured the position of an engineer with the Edison Illuminating Company in Detroit. He found the job exciting as it gave him an opportunity to learn more about electricity. Ford quickly rose through the ranks in his new job and in two years he was appointed chief engineer of the Illuminating Company. Alongside this job, he also began working towards creating a gasoline-powered horseless carriage , or automobile . In 1896 , at the age of 32, Ford completed his self-propelled vehicle , known as the Ford Quadricycle . Ford’s first car, the Quadricycle was a simple frame with an ethanol-powered engine and four bicycle wheels mounted on it .

Subsequent tests and design tweaks, coupled with a successful meeting with Thomas Edison, encouraged Ford to design and build a second vehicle by 1898 . This was also the year when Ford was awarded his first patent for a carburetor . Within the next year, Ford developed a third model car, raised money from investors and left the Edison Illuminating company to venture into entrepreneurship . Receiving backing from various investors, the Detroit Automobile Company (later the Henry Ford Company) was formed in 1899 . Ford refused to put a car into production until he had perfected it . This made the investors impatient leading to Ford leaving the company in 1902 .

Breakthrough With Model T

Henry Ford established the Ford Motor Company on June 16, 1903 , with a capital of $28,000 . Twelve investors invested in the company most notably John and Horace Dodge . Between 1903 and 1908, Ford produced the Models A, B, C, F, K, N, R, and S. On October 1, 1908 , Ford introduced the Model T, which was an immediate success. Model T sported a unique design with the steering wheel on the left , which was soon picked up by every other car manufacturer. In addition to this, the car was smooth in functioning, easy to drive and extremely cheap to repair . As a result, sales of Model T skyrocketed, growing at a compound annual growth rate (CAGR) of 100% every year .

There were more orders for Model T than the company could satisfy and this led to Ford putting into practice the techniques of mass production that would revolutionize American industry. These included the use of large production plants ; standardized, interchangeable parts ; and the moving assembly line . By 1914, sales of Model T had passed 250,000 and by 1916, prices had dropped to $360 , shooting sales further to 472,000 . By 1918, half of all cars in America were Model Ts . Production of Model T continued till 1927 . The final total production was 15,007,034 . This record stood for the next 45 years.

Later Career

Ford ultimately stepped down from the position of presidency of the Ford Motor Company. He, instead installed his son Edsel Ford in his place in December 1918 . By the mid-1920s, the Model T encountered its first hurdles when sales began to decline due to rising competition . This was primarily due to the introduction of payment plans by other companies that allowed customers to easily buy cars with more features and better designs.

By 1926 , sales plummet even further, convincing Henry Ford to make a new model. By 1927, the Ford duo worked closely together to introduce the Ford Model A , that clocked a total output of more than 4 million cars in 4 years. However, the Model A was a relative disappointment . It was outsold by both General Motors’ Chevrolet and Chrysler’s Plymouth . By 1936, the Ford Motor Company had dropped to number three in the automobile industry.

Final Years And Death

Ford’s son Edsel passed away due to cancer in May 1943 , leaving an elderly Ford to resume the presidency of the large company. Ford had been the subject of multiple heart attacks and strokes by this point and was also deemed to be mentally inconsistent . Therefore, he was not fit for such an immense responsibility and the move was opposed by most of the directors. But since they had never defied his authority in the past, even during the presidency of Edsel, they decided to let him have his way. The move turned out to be a short-term disaster when the company entered a period of decline, losing more than $10 million a month .

Ford’s health continued to fail him and he ultimately retired from the role, installing his grandson Henry Ford II as the president of the company in September 1945 . Henry Ford died on April 7, 1947 , due to a cerebral hemorrhage at his estate in Dearborn, Michigan. He was 83 years old at the time. The public viewing of his funeral at Greenfield Village hosted thousands of attendees and Ford was buried in the Ford Cemetery in Detroit. His wife Clara Jane Bryant Ford died a few years later on September 29, 1950 and she was buried along with him in the Ford Cemetery.

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Henry Ford: Biography, Success Story, Ford Motor Company

The biography of Henry Ford is an enthralling story of ingenuity, innovation, and indomitable spirit. Henry Ford’s life journey is an inspiring success story that forever altered the course of history. He is a name etched into the chronicles of the time, and his biography is not just a recount of events but a pulsating tale that takes us through the technological renaissance that Ford initiated. He turned once-impossible dreams into tangible realities and paved the way for the automobile industry. This biography navigates his life and explores the myriad facets of a man whose legacy, philosophies, and innovations continue to fuel the engines of present-day visions and beyond.

Table of Contents

Biography Summary

Henry Ford, born on July 30, 1863, in Springwells Township, Michigan, embarked on a journey into the world of automobiles after leaving his family farm at 16 to work in Detroit. His initial encounter with automobiles had occurred a few years earlier, sparking a fascination that would shape the rest of his life. Throughout the late 1880s, Ford commenced his journey in the industry by repairing engines and gradually transitioning into their construction. By the 1890s, he had forged a professional connection with Edison Electric’s automotive division, steadily nurturing his expertise in the field.

Establishing Ford Motor Company

In 1903, after navigating through previous business failures and succeeding in automobile construction, Ford officially founded the Ford Motor Company. The subsequent introduction of the Model T in 1908 not only revolutionized transportation but also had a significant impact on American industry. As the sole owner of Ford Motor Company, he amassed wealth and global recognition, becoming one of the most prosperous and well-known individuals worldwide.

The Impact of “Fordism” on Industry and Labor

Ford’s innovative approach to manufacturing and labor, commonly referred to as “Fordism,” was defined by mass-producing affordable goods while ensuring workers received high wages. He pioneered the establishment of the five-day workweek and ardently believed that consumerism was pivotal to achieving global peace. His unwavering dedication to systematically reducing costs led to numerous technical and business innovations, including a franchise system that expanded dealerships across North America into major cities on six continents.

Contradictions: Peace Advocacy and Antisemitism.

Despite being a known pacifist in the early years of World War I, Ford’s company eventually emerged as a major supplier of weapons during the conflict. He championed the League of Nations, exhibiting a complex and contradictory character. During the 1920s, Ford openly propagated antisemitism through his newspaper,  The Dearborn Independent , and the book  The International Jew . His opposition to the United States’ entry into World War II was prominent, and for a period, he served on the America First Committee board.

Legacy and Final Years

1943 marked a sorrowful time for Ford, as his son Edsel passed away, prompting him to resume company control. However, his frailty and inability to make decisive decisions swiftly shifted control to his subordinates. By 1945, Ford relinquished the company to his grandson, Henry Ford II. Ford passed away in 1947, leaving most of his wealth to the Ford Foundation and bequeathing control of the company to his family, ensuring that his legacy and influence on the automotive industry and modern industrial practices would endure.

Born in the rural area of Springwells Township, Michigan, on July 30, 1863, Henry Ford was nurtured amidst modest beginnings. His father, William Ford, was an immigrant from County Cork, Ireland, originally hailing from a family that had relocated from Somerset, England, in the 16th century. Conversely, his mother, Mary Ford (née Litogot), was the youngest offspring of Belgian immigrants and was adopted by the O’Herns, neighboring settlers in Michigan, following the premature death of her parents. Henry was the eldest among five children, sharing his childhood with siblings Margaret, Jane, William, and Robert.

His educational journey was brief, concluding his formal studies after completing eighth grade at Springwells Middle School. Subsequent learning ensued through a bookkeeping course at a commercial school, but high school was a path he never ventured upon.

A Natural Aptitude for Mechanics

Henry’s mechanical aptitude manifested early when, at just 12 years of age, he received a pocket watch from his father. He rapidly gained a reputation as a skilled watch repairman among friends and neighbors by meticulously dismantling and reassembling timepieces. His religious commitment was evident through his regular four-mile walks to the Episcopal church every Sunday, even when he was 20.

The death of his mother in 1876 struck a devastating blow to Ford, who had no affection for the farm life his father envisioned for him, stating in retrospection, “I never had any particular love for the farm—it was the mother on the farm I loved.”

Embarking on a Mechanical Journey

In 1879, rejecting the agrarian path laid out for him, Ford vacated the family homestead to immerse himself in the industrial world of Detroit. He apprenticed as a machinist with various companies, including James F. Flower & Bros. and the Detroit Dry Dock Co. By 1882. However, he temporarily returned to Dearborn to tend to the family farm, where he mastered the Westinghouse portable steam engine, later providing servicing for Westinghouse steam engines as an employee.

Intriguingly, two pivotal events at age 12 in 1875 had sown the seeds for Ford’s mechanical future. The gifted watch ignited a lifelong fascination with machinery while observing a Nichols and Shepard road engine, marking his first exposure to a vehicle not dependent on equine power.

Development and Experimentation

In his farm workshop, Ford endeavored to construct a “steam wagon or tractor” and a steam car, albeit with reservations concerning the suitability and safety of steam for lighter vehicles. His early aversions to electricity as a power source were due to the exorbitant cost of trolley wires and the absence of a practical storage battery.

Ford’s mechanical experiments continued to evolve. He repaired an Otto engine in 1885 and fabricated a four-cycle model by 1887. His ventures into automotive engineering took a notable turn in 1892 when he completed his inaugural motor car. It was equipped with a two-cylinder, four-horsepower motor and could reach up to 20 miles per hour. Features such as 28-inch wire bicycle wheels, rubber tires, a foot brake, and a 3-gallon gasoline tank were all present in this rudimentary vehicle. By the spring of 1893, this car was operable, paving the way for further design testing and enhancements on the road. Between 1895 and 1896, Ford piloted the machine for around 1,000 miles, and by 1896, he had embarked on constructing his second car, ultimately crafting three vehicles in his home workshop.

Henry Ford’s story from this point forward reflects a journey of relentless experimentation, failures, and, ultimately, revolutionary success in the automotive industry.

Family Life

On April 11, 1888, Henry Ford married Clara Jane Bryant on a spring day and embarked on a life journey together. Henry was a visionary in the automotive realm and dabbled in various other ventures to sustain his family financially. The Ford family lived modestly, with Henry providing by engaging in farming and overseeing operations at a sawmill.

The couple welcomed their sole child, Edsel Ford, into the world in 1893, a beacon of continuity for the Ford lineage. Edsel, inheriting his father’s inventive and entrepreneurial spirit, would later significantly influence the Ford Motor Company, carving out his legacy while perpetuating the family name in the annals of the automotive industry. Through moments of harmony and hardship, the Ford family navigated the complexities of personal and professional life, binding their names eternally with the epoch-making evolution of transportation.

Early Career and Innovations

In the bustling environment of 1891, Henry Ford embarked on a professional journey with the Edison Illuminating Company of Detroit, securing a position as an engineer. Years later, his enthusiasm and skill facilitated his elevation to Chief Engineer in 1893, providing him with the financial and temporal resources to delve into gasoline engine experiments. Ford’s commitment and innovative spirit birthed a self-propelled vehicle in 1896, christened the Ford Quadricycle, which underwent its inaugural test drive on June 4. The Quadricycle, while a triumph, was seen by Ford as a platform for further refinement and innovation.

Encounters with Thomas Edison

In an intersection of two great minds, 1896 also witnessed Ford being introduced to the renowned Thomas Edison during a meeting with Edison executives. The encounter proved serendipitous as Edison expressed his approval and encouragement of Ford’s vehicular experimentation. Spurred by this, Ford diligently worked to design and actualize a second vehicle by 1898. Subsequently, utilizing the financial backing of Detroit’s lumber baron William H. Murphy, Ford made a pivotal career move. He resigned from the Edison Company, forging a new path in the automotive industry by founding the Detroit Automobile Company on August 5, 1899. Despite ambitions and endeavors, the company faced challenges related to the quality and pricing of the automobiles it produced and eventually dissolved in January 1901.

Accelerating Towards Automotive Success

Navigating through the failed venture, Ford, collaborating with C. Harold Wills, conceived, developed, and triumphantly raced a 26-horsepower automobile in October 1901. This achievement cultivated trust and support from Murphy and other stakeholders, leading to the formation of the Henry Ford Company on November 30, 1901, appointing Ford as chief engineer. However, 1902 brought new challenges as Murphy introduced Henry M. Leland as a consultant, prompting Ford to exit the company, which Leland subsequently rebranded as the Cadillac Automobile Company.

Ford’s tenacity did not wane, and with the alliance of former racing cyclist Tom Cooper, a powerful 80+ horsepower racer named “999” was born, piloted to victory by Barney Oldfield in October 1902. The tapestry of Ford’s career continued to weave with the support of Alexander Y. Malcomson, a coal dealer from the Detroit area. Forming a partnership and adopting the name “Ford & Malcomson, Ltd.”, they aspired to manufacture automobiles that were financially accessible. Ford dedicated himself to designing such a vehicle while leasing a factory and entering a contract with John and Horace E. Dodge’s machine shop for parts supply for $162,500 . Despite slow initial sales and a financial crisis prompted by the Dodge brothers’ payment demand for their first shipment, Ford’s journey in the automotive industry persevered, intertwining his name and legacy with the annals of vehicular evolution.

Ford Motor Company

A momentous gathering occurred in Fort Myers, Florida, on February 11, 1929, where Henry Ford, Thomas Edison, and Harvey S. Firestone converged, emblematic of an era where industrial advancements were steering the future.

In a strategic maneuver to safeguard the nascent automotive venture, Alexander Y. Malcomson ushered in a cadre of investors, persuading the Dodge Brothers to take a stake in the burgeoning company. Subsequently, Ford & Malcomson metamorphosed into the Ford Motor Company on June 16, 1903, backed by a capital of $28,000. The consortium of original investors encompassed figures like Ford himself, Malcomson, the Dodge Brothers, Malcomson’s uncle John S. Gray, secretary James Couzens, and his lawyers, John W. Anderson and Horace Rackham.

Despite Ford’s innovative prowess, his temperament was considered unstable for leadership, leading to Gray being elected as the company president. However, Ford’s inventive spirit was undeterred. On the icy expanses of Lake St. Clair, he unveiled a revolutionary car design, propelling it 1 mile in a mere 39.4 seconds and establishing a new land speed record at 91.3 miles per hour. This event validated Ford’s automotive capabilities and caught the attention of race driver Barney Oldfield.

Captivated by Ford’s engineering marvel, Oldfield dubbed the car “999” in a nod to the era’s fastest locomotive and embarked on a nationwide tour. This journey not only solidified the Ford model “999” as a symbol of automotive prowess but also etched the Ford brand into the consciousness of the United States. Moreover, Ford’s involvement as one of the initial supporters of the Indianapolis 500 underscored the brand’s commitment to innovation and speed, becoming an integral chapter in the annals of American automotive history.

Model T: An Automotive Revolution

On October 1, 1908, a machine that was to become an emblem of its era, the Model T, was unveiled to the world. Priced modestly at $825 ($26,870 in today’s currency), it not only came with the steering wheel on the left – a feature that swiftly became an industry standard – but also boasted an enclosed engine and transmission, a solid block of four cylinders, and a suspension utilizing two semi-elliptic springs. The Model T wasn’t merely a vehicle but a symbol of simplicity, repairability, and affordability. Its unique foot-operated planetary transmission and steering-column-operated throttle-cum-accelerator provided a distinct driving experience, albeit with a learning curve for those acquainted with other vehicles of the time.

Ford orchestrated a prolific publicity machine in Detroit, ensuring stories and advertisements about the Model T permeated every newspaper. The network of local dealers, operating as independent franchises, not only brought wealth to them but also propagated the concept of automobiles throughout North America. Ford’s appeal extended significantly to farmers, who saw the vehicle as a potential asset to their business operations. A surge in sales, sometimes posting 100% gains year-over-year, was a testament to the Model T’s widespread appeal. In 1913, moving assembly belts were introduced into Ford’s plants, enabling a spectacular production upswing, with sales eventually surpassing 250,000 in 1914 and escalating to 472,000 in 1916 as the price dwindled to $360 for the basic touring car model.

By 1918, the Model T dominated the American automotive landscape, accounting for half of all cars in the United States. All new Model Ts were available in one color: black, a policy famously encapsulated by Ford’s statement: “Any customer can have a car painted any color that he wants so long as it is black.” In December 1918, the presidency of Ford Motor Company transitioned from Henry to his son, Edsel Ford, though Henry retained final decision-making authority, often overruling his son. Later, in a strategic play, Henry Ford initiated the Henry Ford and Son Company, strategically coaxing the remaining stakeholders of Ford Motor Company to sell their stakes to him and Edsel, thereby solidifying family control of the company.

New Model Developments

In 1922, the acquisition of Lincoln Motor Co., established by Cadillac founder Henry Leland and his son Wilfred, marked Ford’s entry into the premium car market. Although the Lelands were initially retained for management, they were soon expelled. Henry’s apathy toward luxury vehicles contrasted sharply with Edsel’s vision of expanding Ford into the upscale market, maintaining the original Lincoln Model L in production for a decade before its replacement by the modernized Model K in 1931.

Navigating Through Market Changes and New Challenges

Amidst the burgeoning competition in the mid-1920s, mainly from General Motors (GM) under President Alfred Sloan, Ford found itself at a crossroads. GM’s “price ladder” strategy and its increasing dominance in automotive styling under Harley Earl’s Arts & Color Department posed a significant challenge to Ford’s hitherto unrivaled position in the low-end market. Despite Henry Ford’s reluctance to retire the 16-year-old Model T, competitive pressure, particularly from Chevrolet, coupled with an increasing demand for payment plans and innovative designs, precipitated the development of its successor, the Model A, launched in 1927 after an 18-month production hiatus during which the massive new River Rouge assembly plant was constructed.

Navigating through epochs of tremendous success and periods of competitive challenge, Ford Motor Company, with the Model T as its emblematic product, engineered a remarkable chapter in the annals of American industrial history.

By 1926, the diminishing popularity of the Model T prompted a critical transition within Ford Motor Company, ushering in the era of the Model A. Henry Ford, deeply engrossed in the technical aspects of the engine, chassis, and other mechanical systems, delegated the aesthetic design to his son, despite his self-perception as an engineering specialist. His scant formal training in mechanical engineering, to the extent of being unable to interpret a blueprint, did not stifle his oversight and directional role in Model A’s development, for which a skilled cadre of engineers executed the intricate design tasks. With Edsel’s persistent influence, including a sliding-shift transmission, despite Henry’s initial reservations, came to fruition.

In December 1927, the Ford Model A was introduced, and it saw production until 1931, achieving a remarkable total output exceeding four million units. The Ford company subsequently incorporated an annual model change system, mirroring a strategy recently inaugurated by its rival, General Motors, a system that continues to find utilization amongst modern automakers.

It was not until the 1930s that Ford mollified his aversion towards finance companies, establishing the Ford-owned Universal Credit Corporation as a prominent entity in car financing. Despite this financial innovation, Henry Ford was skeptical toward specific technological advancements such as hydraulic brakes and all-metal roofs, which were only incorporated into Ford vehicles between 1935 and 1936. In contrast, in 1932, the introduction of the flathead Ford V8—the first economical eight-cylinder engine—marked a pivotal moment for the company. Originating from a confidential project initiated in 1930, the flathead V8, whose variants found a place in Ford vehicles for two decades, enhanced Ford’s reputation, rendering it a brand synonymous with performance and adaptability to hot-rodding.

Henry Ford displayed a distinctive disdain for accountancy. Despite accumulating one of the world’s most substantial fortunes, his administration never sought auditing for the company. The absence of a dedicated accounting department led to a peculiar financial management style wherein the company’s financial transactions were estimated, at times, by physically weighing bills and invoices. It wasn’t until 1956 that Ford opened its doors to public trading.

The Introduction of Mercury

In a strategic move significantly driven by Edsel, 1939 witnessed the launch of Mercury, conceptualized as a mid-range brand to contend with Dodge and Buick. Henry Ford, somewhat congruent with his historical tendencies, demonstrated marginal enthusiasm towards this new venture. The introduction of Mercury marked a critical moment in FoFord’sistory, reflecting an attempt to appeal to a broader consumer base and negotiate the competitive automotive landscape with strategic diversification.

From the Model A to the inception of Mercury, FoFord’sourney interweaves technological advancements, strategic shifts, and a complex father-son dynamic, crafting a rich tapestry that underpins the narrative of one of the world-renowned automotive companies. The paradox of innovation and traditionalism within the Ford Motor Company remains emblematic of its founder’s complex persona and the multifaceted path the company would traverse in the automotive industry.

Revolutionary Labor Philosophy

Henry Ford emerged as a vanguard of “welfare capitalism,” an approach architected to elevate the conditions of his workforce and, crucially, mitigate the substantial labor turnover that plagued various departments, compelling them to hire the required workers thrice. The aim is to secure and retain top-tier talent to boost efficiency and productivity.

In a move that dazzled the global stage in 1914, Ford instituted a $5 per day wage, equivalent to $153 in 2023, more than doubling the pay rate for most of his workers. An editorial from a Cleveland, Ohio newspaper metaphorically described the wage announcement as a “blinding rocket” piercing through the gloom of the prevailing industrial depression. This strategy was not merely generous but lucratively strategic: it magnetized Detroit’s crème de la crème of mechanics to Ford, bringing along their invaluable skills and expertise, enhancing productivity, and concurrently reducing training costs. Instituted on January 5, 1914, Ford’s $5-per-day program elevated the minimum daily pay from $2.34 to $5 for eligible male workers.

$5-per-day Wage

Detroit, a city recognized for its high wages, witnessed a cascade effect as competitors, compelled by Ford’s initiative, elevated wages to retain their skilled workforce. Ford’s paradigm demonstrated that augmenting employee wages empowered them to afford the vehicles they manufactured and invigorated the local economy. He envisioned these amplified wages as profit-sharing, rewarding the most diligent and morally upright workers. It’s plausible that James Couzens, a pivotal figure within the company, persuaded Ford to instate the $5-per-day wage.

Employee Lifestyle Scrutiny

The concept extended beyond mere economics: genuine profit-sharing was available to those employed by the company for over six months and, significantly, who led lifestyles approved by Ford’s “Social Department.” This department, employing 50 investigators and support staff, upheld and enforced employee standards, eschewing behaviors such as excessive drinking, gambling, and neglectful parenting. A substantial number of workers could qualify for this “profit-sharing.”

Ford’s venture into scrutinizing his employees’ personal lives was not without controversy. Confronted by the contentious nature of such oversight, Ford retracted from the most invasive aspects of this approach. Reflecting in his 1922 memoir, he acknowledged the misstep of “paternalism” in the industry, asserting that while men may require counsel and assistance, the prevailing “welfare work” that probed into private lives was antiquated. Ford advocated for investment and participation as the linchpin for fortifying the industry and the organization over external social work, albeit maintaining the principle under a modified payment method.

Navigating through Ford’s journey, his innovations in labor philosophy denote a complex amalgamation of economic strategy and moral governance, carving out a path in industrial history that sought to synergize enhanced working conditions with strategic profitability, all while navigating the ethical minefield of employee welfare and privacy. His vision—though at times controversial and paternalistic—indelibly shaped the automotive industry and labor practices, echoing through to modern times.

Five-day Workweek

Henry Ford took a transformative leap in labor relations in an era of relentless industrial toil. Beyond the acclaim for elevating his employees’ wages, Ford introduced an innovative, reduced workweek in 1926, fundamentally altering the temporal landscape of labor in the industrial sector.

Ford and his close collaborator Samuel Crowther envisioned a new workweek schema in 1922, articulated initially as six 8-hour working days, cumulatively forming a 48-hour week. However, a pivotal announcement in 1926 redefined this structure, establishing a paradigm of five 8-hour days, thereby crafting the now-standard 40-hour workweek. This marked a salient departure from the existing norms, whereby Saturday, initially designated as a regular workday, eventually transitioned into a universally accepted day off. On May 1, 1926, factory workers at the Ford Motor Company adopted the five-day, 40-hour workweek model, with the company’s office workers following suit in August of the same year.

Rationale Behind the 40-hour Workweek

Ford’s decision to recalibrate the working week wasn’t merely an act of corporate benevolence but a strategic endeavor to spur productivity by incentivizing workers with additional leisure time. In return for the reduced working hours, an expectation was set: workers would infuse their labor with enhanced vigor and effort. However, the philosophy extended beyond mere productivity metrics. Ford recognized the multifaceted utility of leisure time, not only as a vehicle for worker recovery but also as a conduit to stimulate economic activity, providing workers with the time to purchase and consume goods, thereby lubricating the wheels of the broader economic machine.

Yet, beneath the economic and productivity-driven rationale, a humanitarian ethos also permeated Ford’s decision. He posited, “It is high time to rid ourselves of the notion that leisure for workmen is either ‘lost time’ or a class privilege.” Thus, Ford sought to dismantle the prevailing perception of leisure as a luxury or a dormant period and reframed it as an integral, democratic component of a worker’s life.

Henry Ford’s introduction of the five-day workweek stands as a landmark in labor history, intertwining motives of enhanced productivity, economic stimulation, and charitable considerations. His initiative restructured the temporal contours of industrial labor and embedded a belief in the intrinsic value of leisure, irrevocably altering labor practices that have reverberated to contemporary times.

Labor Unions: A Tumultuous Relationship

The industrial magnate Henry Ford, an individual of immense influence and financial power, harbored a notable aversion towards labor unions. This sentiment found a detailed exposition in chapter 18 of his autobiography, My Life and Work . Ford theorized that despite ostensibly noble intentions, unions were marred by leaders whose actions ultimately yielded more detriment than benefit to the workers. He identified a perceived tendency among unions to limit productivity to safeguard employment—a strategy he found self-defeating, asserting that productivity was pivotal for economic prosperity.

Ford maintained the belief that advances in productivity, while potentially rendering some jobs obsolete, would fuel the broader economy and create new employment opportunities, either within the same enterprise or elsewhere. He posited that union leaders were inherently incentivized to perpetuate socio-economic strife to uphold their authority. At the same time, rational managers would naturally prioritize the welfare of their workers, thereby maximizing their profits. Yet, Ford conceded that numerous managers were ill-equipped or insufficiently skilled to understand this.

Combating Unionization: The Rise of Harry Bennett

To inhibit union activity, Ford appointed Harry Bennett, a former Navy boxer, to lead the Service Department, under whose leadership a regime of intimidation tactics was employed to suppress union organizing. A stark example of the visceral conflict between Ford’s management and union activists materialized on March 7, 1932, amidst the Great Depression, when unemployed auto workers from Detroit orchestrated the Ford Hunger March towards the Ford River Rouge Complex. This escalation led to a brutal confrontation, resulting in over sixty injuries and five deaths as Dearborn police and Ford security personnel opened fire.

A violent encounter occurred on May 26, 1937, when Bennett’s security personnel assaulted United Automobile Workers (UAW) members. One of them is Walter Reuther, an incident that later became known as The Battle of the Overpass after the images of the battered UAW members circulated in the media.

The Inevitable Concession to Unions

Edsel Ford, the company’s president in the late 1930s and early 1940s, believed that a collective bargaining agreement with the unions was imperative, given the unsustainable trajectory of violence and work disruptions. However, Ford, who retained a de facto veto power within the company, remained obstinate. He resolved to keep Bennett responsible for union negotiations, ensuring, as revealed in Charles E. Sorensen’s memoir, that no agreements materialized.

Remarkably, the Ford Motor Company was the last Detroit automaker to recognize the UAW, succumbing only after intense pressure from the more significant automotive industry and the U.S. government. A sit-down strike orchestrated by the UAW in April 1941 closed the River Rouge Plant. Henry Ford, ever-resistant, was reportedly on the brink of dissolving the company rather than yielding to the unions. A pivotal moment arrived when his wife, Clara, threatened to leave him if he dismantled the family business, citing the ensuing chaos as unworthy of the upheaval. Ford, acquiescing to her demands, not only preserved the company but also established it as the automaker with the most UAW-friendly contract terms, signed in June 1941.

The transition from staunch resistance to conceding to the UAW altered Ford’s perspective, as evidenced in a conversation with Walter Reuther, “It was one of the most sensible things Harry Bennett ever did when he got the UAW into this plant.” Ford implied that aligning with the UAW enabled a collective opposition against General Motors and Wall Street. Thus, the relationship between Ford and labor unions, initially defined by conflict and resistance, evolved into a paradoxically cooperative dynamic, revealing industrial relations’ multifaceted and often contradictory nature during this epoch.

Ford Airplane Company

Henry Ford, renowned for his colossal influence in the automotive industry, also explored the azure expanses of the aviation world, particularly during the global conflict of World War I, by constructing Liberty engines. After the hostilities concluded, Ford pivoted back to its foundational automotive manufacturing, that is, until a distinct shift in 1925 with the acquisition of the Stout Metal Airplane Company.

The Ford 4AT Trimotor

One of Ford’s notable achievements in aviation was the conception and manufacturing of the Ford 4AT Trimotor, colloquially known as the “Tin Goose” due to its distinctive corrugated metal framework. The innovative use of a new alloy, Alclad—merging aluminum’s anti-corrosive properties with duralumin’s robustness—marked a significant advancement in aircraft construction. Although the plane bore similarities to Fokker’s V.VII–3m, contributing to whispers that Ford’s engineers may have covertly measured and replicated the Fokker plane, the Trimotor carved its legacy in the aviation annals.

Taking its inaugural flight on June 11, 1926, the Ford 4AT Trimotor emerged as the first successful U.S. passenger airliner despite its rather spartan accommodation for about 12 passengers. Additionally, the U.S. Army utilized several aircraft variants, highlighting its multifaceted applications. Ford ceased production of the Trimotor in 1933, with 199 units built, as the Ford Airplane Division was grounded due to languishing sales amidst the economic turmoil of the Great Depression.

Despite the closure of the airplane division, Ford’s impact on the aviation industry was indelibly etched into history. The Smithsonian Institution extolled Ford for its transformative contributions to aviation. In 1985, a posthumous recognition was bestowed upon Henry Ford with an induction into the National Aviation Hall of Fame, solidifying his and the company’s impact on the aviation sector.

Henry Ford’s foray into aviation, characterized by innovation and challenges alike, mirrors the larger narrative of technological advancements and economic realities of early 20th-century America, painting a multifaceted picture of an industrial titan venturing beyond the confines of terrestrial transportation.

World War I Era: Pacifism Amidst the War

Although renowned for his industrial achievements, Henry Ford navigated the turbulent waters of war and peace during World War I with a notable aversion to conflict. His perception of war as an egregious waste and an obstacle to economic progression led him to support anti-war causes and initiatives fervently.

One significant example of his peace advocacy materialized in 1915 when Ford, influenced by the pacifist Rosika Schwimmer, agreed to fund a Peace Ship, embarking on a voyage to the war-torn terrains of Europe alongside 170 peace activists. His company in this unique mission included his Episcopalian pastor, Reverend Samuel S. Marquis, who also headed Ford’s Sociology Department for several years. Despite Ford engaging President Woodrow Wilson in discussions regarding the mission, the venture lacked governmental backing. His delegation traveled to the neutral territories of Sweden and the Netherlands to liaise with fellow peace activists. Although he was a subject of ridicule and swiftly abandoned the ship upon arrival in Sweden, Ford’s endeavor underscored his deep-seated convictions against war.

In his pursuit of peace, Ford also criticized entities that, in his view, financed conflict. His sentiments, as expressed in 1915, pointed towards an antisemitic perspective, blaming “German-Jewish bankers” for initiating war.

The Economic Rationale Against Warfare

Biographer Steven Watts illuminated Ford’s ideology, suggesting that as a prominent industrialist, Ford saw war as an impediment to sustained economic prosperity and a particular strain on small businesses, which often struggled to recover post-conflict. He often opined in newspaper articles, articulating a belief that prioritizing business efficiency and quality production at the lowest possible cost could veer the world away from war. His rationale was rooted in the idea that this approach would neutralize the need to explore external markets, mitigating territorial covetousness and potential conflict.

Despite these pacifist leanings, Ford’s British factories were entwined in wartime production, manufacturing Fordson tractors, trucks, and warplane engines to aid the British war effort. Following the U.S.’ entry into the war in 1917, Ford muted his peace advocacy, and his company pivoted to become a major supplier of war materials, including the Liberty engine for warplanes and anti-submarine boats.

The Intersection of Politics and Peace Advocacy

In 1918, as the war persisted and the League of Nations emerged as a burgeoning issue in global politics, President Wilson, sensing an ally in Ford, encouraged him to vie for a Michigan seat in the U.S. Senate. Although reluctant to invest in the campaign, Ford ran and narrowly lost to the Republican candidate, Truman Newberry. Despite his political defeat, Ford’s advocacy for peace and support for the League of Nations persisted. He remained a staunch supporter of Wilsonian internationalism and even financially supported Wilson’s 1919 speaking tour designed to promote the League, showcasing an enduring commitment to peace advocacy on the global stage.

In navigating through Ford’s intricate journey between his pacifist ideals and pragmatic involvement in wartime industry, a complex portrait emerges of an industrial magnate grappling with the multifaceted and often contradictory dynamics of ideals, economics, and global politics during a pivotal period in world history.

World War II Era: Business and Beliefs

In the fraught political and social milieu of the World War II era, Henry Ford, a titan in the automobile industry, cultivated a complex and, at times, contradictory reputation, navigating between his staunch anti-war beliefs and business pragmatism.

Ford’s opposition to the United States’ involvement in World War II was fundamentally rooted in his enduring belief that prosperity, generated through international business, could avert wars. He maintained that war burgeoned from the malignant intents of “greedy financiers” who sought to profit from devastation and loss. In a striking assertion in 1939, Ford contended that torpedoing U.S. merchant ships by German submarines was not a random act of war but a calculated move stemming from covert activities by financier war-makers. Here, his allegations pointed toward an antisemitic undercurrent, as “financiers” was a euphemism employed by Ford for Jews—a group he had previously accused of instigating World War I.

Balancing Business and Belief

As tensions escalated in the prelude to World War II and subsequently burst into full-scale conflict in 1939, Ford asserted a reluctance to trade with belligerent nations. He harbored reservations, like several businessmen of the Great Depression era, about the Franklin Roosevelt Administration, suspecting it of steering the U.S. perilously close to war. Despite these convictions, Ford sustained business relations with Nazi Germany, involving himself in manufacturing war materiel. Contradictorily, he also agreed to construct warplane engines for the British government. In an ambitious declaration in early 1940, Ford proclaimed that without an aircraft production facility, Ford Motor Company would be capable of manufacturing 1,000 U.S. warplanes daily.

Controversy and Contradiction

Ford treads a controversial path in the intricate interplay between business, war, and morality. While being an early and prominent member of the America First Committee, which advocated against U.S. involvement in World War II, Ford’s participation became too controversial, prompting his resignation from its executive board. His actions during this period cast a long shadow, particularly the utilization of between 100 and 200 French POWs as forced laborers by Ford-Werke, violating Article 31 of the 1929 Geneva Convention.

Moreover, Ford’s business ethics were further called into question when, after initially agreeing to assist Rolls-Royce by becoming an additional manufacturer for the Merlin engine—utilized in the iconic Spitfire and Hurricane fighters—he withdrew his commitment. However, his stance underwent a noticeable shift once the U.S. formally entered the war in December 1941, wherein he “lined up behind the war effort.”

Navigating through the complexities of Ford’s stance during this epoch reveals a multifaceted, often contradictory character, interweaving shrewd business acumen, deeply ingrained beliefs, and the convoluted politics of an era shaken by global conflict. The portrait that emerges is one of a man striving to reconcile his pacifist ideals with the pragmatic and moral demands of a world at war.

Birth of the “Great Arsenal of Democracy”: Willow Run

In the precipice of global conflict before the United States’ official entrance into World War II, Henry Ford heedfully responded to President Roosevelt’s December 1940 proclamation of the country as the “Great Arsenal of Democracy.” This led to a monumental venture in constructing Willow Run, a vast, purpose-built aircraft factory proximal to Detroit, Michigan.

Ford spearheaded the groundbreaking of Willow Run in the spring of 1941, orchestrating the commencement of B-24 component production by May 1942. By October of the same year, the first fully assembled B-24 exited the assembly line. With an expansive footprint of 3,500,000 sq ft, Willow Run emerged as the world’s most extensive assembly line during its epoch. The factory’s prolific output peaked in 1944, with a staggering 650 B-24s being produced monthly. By 1945, the production process was so refined that each B-24 was completed within eighteen hours, with a new aircraft departing the assembly line approximately every 58 minutes. Half of the total B-24s produced during the war, amounting to 9,000 units, were crafted at Willow Run.

Edsel’s Untimely Demise

In 1943, the Ford family was plunged into mourning with the death of Edsel Ford, succumbing to cancer at the tragically young age of 49. Though Henry Ford ostensibly reclaimed control of the Ford Motor Company, his strokes in the late 1930s profoundly impacted him physically and mentally. His dwindling capabilities saw him increasingly marginalized as others orchestrated consequential decisions on his behalf.

The company was subtly hijacked by a few senior executives, notably Charles Sorensen, an integral engineer and production executive at Ford, and Harry Bennett, who led Ford’s Service Unit—a paramilitary organization tasked with espionage and disciplinary enforcement among Ford employees. A rift formed between Ford and Sorensen, culminating in Sorensen’s expulsion in 1944, attributed to Ford’s jealousy over Sorensen’s media coverage. Ford’s diminishing competence ignited debates in Washington, deliberating potential solutions to rejuvenate the company, whether through wartime government intervention or by inciting an executive coup.

The Transition of Power: A New Era for Ford

The crucial intervention did not materialize until 1945, when bankruptcy loomed perilously close. Clara Ford, Henry’s wife, and Eleanor, Edsel’s widow, confronted the patriarch with a request, urging him to relinquish control of the company to his grandson, Henry Ford II. They presented a formidable threat, proposing to sell their stock—which constituted three-quarters of the company’s total shares—if he resisted. While reports suggest Ford seethed at this demand, he acceded.

Henry Ford II, upon assuming leadership, initiated his tenure with a decisive act, firing Harry Bennett and marking a pivotal transition in the epoch of one of America’s most iconic companies. In this tapestry of triumph, tragedy, and transformation, Ford’s legacy navigated through the tumultuous tides of personal loss and global conflict, embodying an enduring testament to industrial might and familial dynamics in the annals of American history.

Embracing Controversial Views: Henry Ford and Antisemitism

Henry Ford, notably a major figure in the automotive industry, equally cast a shadow through his controversial antisemitic beliefs. Ford was an adherent of conspiracy theories, focusing on denigrating Jewish people, seeing their international influence as a significant threat to his cherished traditional American values. His disdain extended to cultural aspects; for example, he funded square dancing in American schools as an alternative to jazz, which he disapproved of, associating with Jewish creators.

In 1918, Ford acquired The Dearborn Independent , a newspaper from his hometown, transforming it into a platform for his antisemitic views. He began publishing a series of articles, later compiled into four volumes titled The International Jew: The World’s Foremost Problem , widely circulated across the United States and Europe. The articles purported to reveal a large-scale Jewish conspiracy in America and ascribed numerous societal issues to Jewish influence. For nearly eight years, The Dearborn Independent propagated these views under Ford’s leadership, reaching an audience of approximately 700,000 readers.

Global Influence and Impact

Ford’s writings transcended American borders, influencing even international leaders. In Germany, The International Jew was published by Theodor Fritsch, an antisemitic political figure. Adolf Hitler regarded Ford highly, mentioned him favorably in Mein Kampf , and kept a life-size portrait of Ford in his office. Ford’s antisemitic writings were disseminated throughout Germany, contributing to the narrative that fostered a hostile environment, culminating in the horrific events of the Holocaust.

Ford’s influence was also evidenced in his interactions with Nazi officials. In 1924, Kurt Ludecke, a representative of Hitler, met with Ford, having been introduced by Nazi sympathizers Siegfried and Winifred Wagner. Ford’s writings and associations illuminate the considerable impact his antisemitic beliefs had domestically and internationally.

Legal and Public Backlash

Ford’s writings were not without opponents. He was denounced by the Anti-Defamation League (ADL) and subject to a libel lawsuit by Aaron Sapiro, a Jewish lawyer and cooperative organizer, in response to antisemitic remarks. Ford’s publication also faced a boycott from Jews and liberal Christians, which, combined with other forms of public and private opposition, ultimately contributed to the shuttering of The Dearborn Independent in 1927. Ford issued an apology and retraction, although its sincerity and authenticity have been subject to scrutiny.

Ford’s Later Years and Continuing Influence of His Writings

Despite the cessation of The International Jew’s distribution in 1942, Ford’s antisemitic materials have endured, often utilized by extremist groups and featured on antisemitic and neo-Nazi websites. Testimonies from Nazi officials, such as Hitler Youth leader Baldur von Schirach during the Nuremberg Trials, revealed Ford’s writings’ significant impact on the proliferation of antisemitic views.

When confronted with the atrocities of the Nazi concentration camps later in his life, it’s reported that Ford, faced with the horrendous outcome of similar antisemitic views to which he had contributed, experienced a serious stroke, among several throughout his later years.

Reflecting on a Complex Legacy

While undeniably significant in industry and innovation, Ford’s legacy is irrevocably tarnished by his promotion of antisemitic conspiracy theories and harmful ideologies. His writings disseminated widely and impacted international events and perceptions, serve as a dark reminder of the potent consequences such beliefs can yield. Thus, understanding and acknowledging the full scope of Henry Ford’s impact on industry and society necessitates examining through a lens that does not ignore the darker facets of his beliefs and actions.

Ford’s International Ventures

Henry Ford held a distinct philosophy of fostering economic self-reliance for the United States, underpinned by his ambition to materialize a vision where an automobile could be produced entirely from domestic resources, devoid of foreign dependency. The River Rouge Plant, morphing into the most prominent industrial entity globally, was a testament to Ford’s vision of vertical integration, even producing its steel. He harbored a dual belief: that his company should proliferate globally and that international trade was a conduit to global peace. These beliefs were operationalized through the assembly line process and the manufacturing of the Model T.

Sowing Seeds of Global Automobile Production

Ford’s entrepreneurial endeavors were not confined within the U.S. borders. By 1911, he had initiated Ford assembly plants in the U.K. and Canada, rapidly becoming the predominant automobile producer in these nations. Collaborations with overseas contemporaries, such as Giovanni Agnelli of Fiat in 1912, enabled Ford to sow the seeds of automotive assembly in Italy. During the 1920s, with encouragement from notable figures such as Herbert Hoover and the Commerce Department, Ford unveiled plants in several countries, including Germany, Australia, France, India, and Mexico. The envisaged link between international trade and peace was a consistent thread in these expansions. His venture into commercial rubber plantation with Fordlândia in the Amazon jungle was among the rare unsuccessful pursuits.

Soviet Union Endeavors

In 1929, Ford entered into a pivotal agreement with the Soviet Union, committing to provide technical assistance for nearly a decade to establish the GAZ, the first Soviet automobile plant, near Nizhny Novgorod (later known as Gorky). This collaboration was further solidified by a contractual commitment signed with The Austin Company in the same year, encompassing the purchase of $30,000,000 of disassembled Ford cars and trucks to be assembled over the initial four years of the plant’s activity. The cooperative dynamic included knowledge exchange, with Ford providing engineering expertise and workforce training in the Soviet Union while Soviet engineers immersed themselves in Ford’s practices in Detroit and Dearborn. In voicing his internationalist perspective, Ford proclaimed, “No matter where industry prospers, whether in India, China, or Russia, the more profit there will be for everyone, including us. All the world is bound to catch some good from it.”

Global Subsidiaries

By 1932, Ford was responsible for manufacturing one-third of all automobiles worldwide. Numerous subsidiaries were established, reflecting Ford’s global tapestry of influence and production in Australia, Britain, Argentina, Brazil, Canada, Europe, India, South Africa, and the Philippines.

Embedding Cultural and Economic Impact

Ford’s image captivated the global arena, inducing varying emotions of awe, skepticism, and infatuation among Europeans, particularly Germans. “Fordism” as a discussion point in Germany often symbolized something inherently American, embodying fears, desires, and fascinations with what was considered quintessentially U.S. culture and capitalist development. It was widely believed that the automobile industry, epitomized by Ford, held the key to comprehending economic and social correlations in the United States. Ford’s methodologies and principles altered the very fabric of the American lifestyle, culminating in his being regarded as a harbinger of an industrial, societal, and cultural transformation.

Reflections on Global Economic Practices

Through his writings in My Life and Work, Ford envisioned a future where impediments like greed, racism, and short-sightedness could be defeated, allowing for an elevation of economic and technological development across the globe. He aspired towards an equitable international trade framework, a departure from colonial or neo-colonial models, that could truly serve the economic interests of all global citizens.

Auto Racing

At the onset of the 20th century, from 1901 to 1913, Henry Ford navigated the exhilarating lanes of auto racing, immersing himself as a constructor and, momentarily, as a driver. His initial victory was commemorated on October 10, 1901, when he triumphed over Alexander Winton in a race with a car affectionately christened “Sweepstakes.” This triumph bolstered Ford’s reputation, culminating in the inception of the Henry Ford Company. The stripped-down versions of the Model Ts, entered by Ford into subsequent races, often presented a formidable competition. They clinched a provisional first place in a transcontinental (“ocean-to-ocean”) race in 1909 and established a one-mile oval speed record at Detroit Fairgrounds in 1911 with driver Frank Kulick at the helm.

The Indianapolis 500 of 1913 posed a significant hurdle when Ford’s reconfigured Model T was mandated to incorporate an additional 1,000 pounds (approximately 450 kg) to qualify under the prevailing rules. Subsequently, Ford retreated from this race and soon dissociated himself from racing altogether. His disengagement was underlined by various factors, including his dissatisfaction with racing regulations, the escalating demands imposed by the skyrocketing production of the Model T, and a perspective that viewed racing with skepticism regarding its value as an activity.

Philosophical Reflections on Racing: Insights from My Life and Work

Ford’s reflections on racing, encapsulated in his book My Life and Work , radiate a dismissive undertone, portraying it as an inadequate metric for evaluating automobiles. He envisioned himself as a reluctant racer, compelled to participate due to the pervasive belief during the 1890s to 1910s that racing was the touchstone for proving an automobile’s worth. Ford’s viewpoint diverged from this belief, yet he was resolute that his cars would unassailably dominate the racing domain if this flawed criterion were tantamount to success. Although the book predominantly reverberates with ideals concerning transportation, production efficiency, affordability, and reliability, it scarcely elaborates and somewhat disparages the concept of speed.

Regardless of his notably lukewarm stance towards racing, Ford’s influence on the sport was indelible during his active years. His contributions were formally acknowledged with his induction into the Motorsports Hall of Fame of America in 1996, ensuring that his legacy within the racing world remained immortalized, intertwined with his pivotal role in transforming the automobile industry.

Later Career and Death

In May 1943, the Ford Motor Company grappled with a devastating blow: the death of its President, Edsel Ford, from cancer. It was an ailing and octogenarian Henry Ford who decided to reassume the mantle of leadership despite suffering several cardiovascular incidents and demonstrating inconsistent mental faculties. Nearing 80, Ford was no stranger to suspicions and general unfitness for assuming such a colossal responsibility.

Although many directors were reluctant to reinstate him, Ford’s unassailable influence over the company, which had persisted for the previous two decades without an official executive title, was undeniable. Despite the absence of genuine defiance against him from the board and management over the years, Ford was elected to serve again. His reign extended until the end of World War II, during which the company initiated a descent into financial turmoil, incurring losses exceeding $10 million per month, equating to approximately $169,120,000 today.

In the backdrop of the company’s steep decline, the administration of President Franklin Roosevelt contemplated a potential government takeover. Given the pressing demands of the global conflict, the goal was to ensure the continuity of war production. However, this idea languished without coming to fruition.

Henry Ford’s deteriorating health prompted him to pass the torch of the presidency to his grandson, Henry Ford II, in September 1945, retiring from an era that had seen his name become synonymous with revolutionary changes in the automobile industry. On April 7, 1947, at 83, Ford died at Fair Lane, his dear estate in Dearborn. The cause of death was a cerebral hemorrhage.

In a testament to his indelible impact and the respect he commanded, a public viewing was organized at Greenfield Village, where up to 5,000 mourners per hour paid their respects, filing past his casket. His funeral services unfolded at Detroit’s Cathedral Church of St. Paul, concluding with his burial in the Ford Cemetery in Detroit, where he was laid to rest, his legacy intertwining with the historical tapestry of American industry and innovation.

Henry Ford’s biography is a beacon of innovation, resilience, and revolutionary breakthroughs. His story takes us through trials, triumphs, and an unwavering resolve that transcends barriers. Henry Ford was not just a man but a movement that went beyond conventional boundaries, ensuring that his story would be celebrated, scrutinized, and cherished across generations. As we end this biographical journey, we reflect on a life that sparked a global shift, understanding that Ford’s legacy continues to guide us toward uncharted territories of innovation and exploration.

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• Occupation: Businessman and Inventor
• Born: July 30, 1863 in Greenfield Township, Michigan
• Died: April 7, 1947 in Dearborn, Michigan
• Best known for: Founder of the Ford Motor Company and helped develop the assembly line for mass production

• Henry worked as an engineer at the Edison Illumination Company where he met Thomas Edison.
• His first try at an automobile company was in collaboration with Thomas Edison and was called the Detroit Automobile Company.
• Ford had Edison's last breath saved in a test tube and you can still see the test tube at the Henry Ford Museum.
• In 1918 he ran for a US Senate seat, but lost.
• He was a race car driver early in his career.
• Listen to a recorded reading of this page:

Meet the Henry Ford family: Inside the lives of this legendary automobile dynasty

• The Ford family has amassed significant wealth through the Ford Motor Company.
• Henry Ford founded the company in 1903 and revolutionized automobile manufacturing.
• Fordism, introduced in 1914, combined large-scale production with higher wages.

The name Ford has now become synonymous with the car industry, and the family behind it has also amassed significant wealth.

Henry Ford, considered to have revolutionized automobile manufacturing, founded the Ford Motor Company in 1903. He not only introduced the groundbreaking Ford Model T, one of the first mass-produced, affordable vehicles, but Ford also helped the American middle class take off.

In 1914, he offered workers $5 a day (roughly equivalent to $150 now, according to the Ford website) for working eight-hour shifts. This system, later dubbed "Fordism," started an industry trend of "large-scale production combined with higher wages," according to the company's website .

Over a century later, Ford remains one of the world's most influential and largest automakers. Although Henry Ford's descendants have stayed relatively under the radar, here's a rundown of what we know about them.

Henry Ford was born in 1863 on a farm in Springwells Township, Michigan.

Ford, the eldest of six children, began showing an interest in mechanics at a young age, constructing his first steam engine at 15.

In 1891, he became an engineer at the Edison Illuminating Company of Detroit and chief engineer two years later. He constructed a small one-cylinder gasoline model, eventually creating the first Ford engine. A later version of the engine would be used in his first automobile, the Quadricycle , in 1896.

By 1901, he founded the Henry Ford Company, later the Cadillac Motor Car Company, which he left the next year.

In 1903, Ford and 12 others invested $28,000 to create the Ford Motor Company and sold the company's first car that same year. He became president and controlling owner by 1906, and he, his wife, and son became sole owners of the company by 1919.

Henry Ford was estimated to be worth $100 million in 1918, according to Forbes.

Henry Ford and his wife Clara Jane Bryant only had one son, Edsel, who became president of the company in 1919 until his death 24 years later. Edsel introduced the Ford Model A , a more powerful and sleek vehicle that became the company's second market success.

Henry Ford resumed control over the company until 1945 before passing his position to his grandson, Henry Ford II.

The company is currently valued at around $40 billion and is considered one of the Big Three in US automakers, alongside General Motors and Stellantis (formerly Chrysler).

Henry Ford II negotiated with Enzo Ferrari to buy Ferrari during the 1960s, but it ultimately fell through.

Edsel and his wife, Eleanor Lowthian Clay, had four children: Henry Ford II, Benson Ford Sr., Josephine Clay Ford, and William Clay Ford Sr.

Henry Ford II's negotiations with Ferrari led to the Ford GT40 project , intended to design a racing car that could compete in prominent races such as the 12 Hours of Sebring and Le Mans. The project eventually won four consecutive Le Mans victories, some of which were later depicted in the 2019 Oscar-nominated film "Ford v Ferrari."

The Ford family has controlled the NFL's Detroit Lions franchise since 1963.

Henry Ford's youngest grandchild, William Clay Ford Sr., became a minority owner and team president of the Detroit Lions in 1961. Two years later, he bought out the other 144 other minority shareholders for $4.5 million to assume total control of the team.

He would remain the team's sole owner for 50 seasons until his death in 2014. At that time, Forbes estimated his net worth to be $1.35 billion.

William Clay Ford Sr. also briefly served as chairman of the Detroit Cougars, an American professional soccer team that competed in the USA and NASL before dissolving in 1968.

Although the Fords have a minority stake in the company, they control 40% of the voting power by owning special class stock, according to CNBC.

Henry Ford has 12 living great-grandchildren: Charlotte M. Ford, Anne Ford, Edsel Ford II, Benson Ford Jr., Lynn Ford Alandt, Eleanor Clay Ford Sullivan, Josephine Clay Ford Ingle, Alfred Brush Ford, Martha Parke "Muffy" Ford Morse, Sheila Ford Hamp, William Clay Ford Jr., and Elizabeth Ford Kontulis. One of his great-grandsons, Walter Buhl Ford III, died in 2010.

The Ford Family maintains control over the company via Class B shares, which account for only 2% of the company but 40% of the voting power, CNBC reported .

William Clay Ford Jr. has been chairman of the board of directors since 1999 and was named CEO in 2001. He also briefly assumed the roles of company president and COO in 2006 before stepping down from all three roles later that year, naming former Boeing senior executive Alan Mulally as his successor.

Henry Ford's granddaughter-in-law had a net worth of $1.4 billion in 2019, according to Forbes.

Although all four of Ford's grandchildren have since died, William Clay Ford Sr.'s wife, Martha Firestone Ford, is still alive.

Their marriage also united two business empires, as Martha's father was Harvey Firestone, the founder of the Firestone Tire and Rubber Company. One of the first mass tire producers, the company was eventually bought by Bridgestone Corporation.

Following her husband's death, Martha  became  the owner and chair of the Detroit Lions for six seasons before her daughter, Sheila Ford Hamp, succeeded her in 2020.

Martha is now the franchise's owner and chair emeritus, and her other three children also serve as owners and vice chairs of the team.

Current Detroit Lions principal owner and chair Sheila Ford Hamp has her own athletic background.

Sheila was part of the first class of women admitted to Yale University, where she joined the varsity tennis team. According to the Detroit Lions' website, she had competed nationally as a junior tennis player, winning a Michigan state tennis title at 17 years old.

During a teleconference following announcing Sheila's new role as the team's owner, she explained how her background made her a "very competitive person," the Detroit Free Press reported .

"I grew up playing competitive tennis," she said. "It's an individual sport and I'm out there by myself and, boy, I hated to lose. I still hate to lose."

She also has coached youth soccer for over a decade in Ann Arbor.

Henry Ford's great-grandson Edsel Ford II was awarded a Landmark Award in NASCAR's Hall of Fame in 2020.

Ford Motor Company has been heavily involved in motorsports and is currently one of three manufacturers in NASCAR's three main series, the Cup Series, Xfinity Series, and Truck Series.

Edsel Ford II, who attended his first race in 1966 at 17 years old, said that racing has been "one of the great passions" of his life. Eddie Wood, of the family-owned Wood Brothers Racing team, reportedly called Edsel "the godfather of Ford racing."

"He makes a point to check in regularly — in person — with all the NASCAR Ford teams and the excitement and commitment to the sport is palpable," Edsel's NASCAR Hall of Fame biography says.

Edsel served on the Ford Motor Company board of directors for 33 years before retiring in 2021 .

Chief Dealer Engagement Officer Elena Ford is the first woman in the Ford family to hold an executive position at the company.

Henry Ford's great-great-grandchild first joined the company in 1995 and was named Chief Dealer Engagement Officer in 2018.

Elena also sold a Southampton, New York, mansion to makeup artist and entrepreneur Tris McEvoy and her husband for $5.5 million in 2000, The Wall Street Journal reported . The 8,500-square-foot home, built in 1998, reportedly went back on the market for $23.5 million in 2018.

Jule Pond, a Hamptons estate originally built for Henry Ford's eldest grandson, sold for a record-breaking $105 million in 2021.

Formerly called "Fordune," the 42-acre property was first constructed in 1960 for Henry Ford II. Originally listed with an asking price of $145 million, the 20,000-square-foot property sold for "the highest price achieved for a single property in the Hamptons' history," Bespoke Real Estate, the brokerage in charge of the deal, wrote in a Facebook post .

The beachfront mansion boasts the largest ocean frontage in the Hamptons and is surrounded by several ponds, Business Insider previously reported.

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The 10 Best Books on Henry Ford

Essential books on henry ford.

There are countless books on Henry Ford, and it comes with good reason, aside from founding the Ford Motor Company, he developed the assembly line technique of mass production. By creating the first automobile that middle-class Americans could afford, he converted the automobile from an expensive curiosity into an accessible conveyance that profoundly impacted the landscape of the 20th century.

“If money is your hope for independence, you will never have it,” Ford remarked. “The only real security that a man can have in this world is a reserve of knowledge, experience, and ability.”

In order to get to the bottom of what inspired one of history’s most consequential figures to the heights of societal contribution, we’ve compiled a list of the 10 best books on Henry Ford.

I Invented the Modern Age by Richard Snow

Every century or so, our republic has been remade by a new technology: 170 years ago the railroad changed Americans’ conception of space and time; in our era, the microprocessor revolutionized how humans communicate. But in the early twentieth century the agent of creative destruction was the gasoline engine, as put to work by an unknown and relentlessly industrious young man named Henry Ford. Born the same year as the battle of Gettysburg, Ford died two years after the atomic bombs fell, and his life personified the tremendous technological changes achieved in that span.

Growing up as a Michigan farm boy with a bone-deep loathing of farming, Ford intuitively saw the advantages of internal combustion. Resourceful and fearless, he built his first gasoline engine out of scavenged industrial scraps. It was the size of a sewing machine. From there, scene by scene, Richard Snow vividly shows Ford using his innate mechanical abilities, hard work, and radical imagination as he transformed American industry.

In many ways, of course, Ford’s story is well known; in many more ways, it is not. Snow masterfully weaves together a fascinating narrative of Ford’s rise to fame through his greatest invention, the Model T. When Ford first unveiled this car, it took twelve and a half hours to build one. A little more than a decade later, it took exactly one minute. In making his car so quickly and so cheaply that his own workers could easily afford it, Ford created the cycle of consumerism that we still inhabit.

The People’s Tycoon by Steven Watts

How a Michigan farm boy became the richest man in America is a classic, almost mythic tale, but never before has Henry Ford’s outsized genius been brought to life so vividly as it is in this engaging and superbly researched biography.

The real Henry Ford was a tangle of contradictions. He set off the consumer revolution by producing a car affordable to the masses, all the while lamenting the moral toll exacted by consumerism. He believed in giving his workers a living wage, though he was entirely opposed to union labor. He had a warm and loving relationship with his wife, but sired a son with another woman. A rabid anti-Semite, he nonetheless embraced African American workers in the era of Jim Crow.

Uncovering the man behind the myth, situating his achievements and their attendant controversies firmly within the context of early twentieth-century America, Watts has given us a comprehensive, illuminating, and fascinating biography of one of America’s first mass-culture celebrities.

Fordlandia by Greg Gandin

In 1927, Henry Ford, the richest man in the world, bought a tract of land twice the size of Delaware in the Brazilian Amazon. His intention was to grow rubber, but the project rapidly evolved into a more ambitious bid to export America itself, along with its golf courses, ice-cream shops, bandstands, indoor plumbing, and Model Ts rolling down broad streets.

Fordlandia, as the settlement was called, quickly became the site of an epic clash. On one side was the car magnate, lean, austere, the man who reduced industrial production to its simplest motions; on the other, the Amazon, lush, extravagant, the most complex ecological system on the planet. Ford’s early success in imposing time clocks and square dances on the jungle soon collapsed, as indigenous workers, rejecting his midwestern Puritanism, turned the place into a ribald tropical boomtown. Fordlandia’s eventual demise as a rubber plantation foreshadowed the practices that today are laying waste to the rain forest.

More than a parable of one man’s arrogant attempt to force his will on the natural world,  Fordlandia depicts a desperate quest to salvage the bygone America that the Ford factory system did much to dispatch. As Greg Grandin shows in this gripping and mordantly observed history, Ford’s great delusion was not that the Amazon could be tamed but that the forces of capitalism, once released, might yet be contained.

Wheels for the World by Douglas G. Brinkley

In this monumental work, one of our finest historians reveals the riveting details of Ford Motor Company’s epic achievements, from the outlandish success of the Model T and V-8 to the glory days of the Thunderbird, Mustang, and Taurus. Brilliant innovators, colorful businessmen, and clever eccentrics, as well as the three Ford factories themselves, all become characters in this gripping drama. Douglas Brinkley is a master at crafting compelling historical narratives, and this exemplary history of one of the preeminent American corporations is his finest achievement yet.

The Vagabonds by Jeff Guin

In 1914 Henry Ford and naturalist John Burroughs visited Thomas Edison in Florida and toured the Everglades. The following year Ford, Edison, and tire maker Harvey Firestone joined together on a summer camping trip and decided to call themselves the Vagabonds. They would continue their summer road trips until 1925, when they announced that their fame made it too difficult for them to carry on.

Although the Vagabonds traveled with an entourage of chefs, butlers, and others, this elite fraternity also had a serious purpose: to examine the conditions of America’s roadways and improve the practicality of automobile travel. Cars were unreliable and the roads were even worse. But newspaper coverage of these trips was extensive, and as cars and roads improved, the summer trip by automobile soon became a desired element of American life.

The Vagabonds is “a portrait of America’s burgeoning love affair with the automobile” (NPR) but it also sheds light on the important relationship between the older Edison and the younger Ford, who once worked for the famous inventor. The road trips made the automobile ubiquitous and magnified Ford’s reputation, even as Edison’s diminished.

My Life and Work by Henry Ford

Widely available via Audible audiobook, this is the original autobiography of Henry Ford, founder of the Ford Motor Company. It was originally published in 1922. The autobiography details how Henry Ford started out, how he got into business, the strategies he used to become a successful and immensely wealthy businessman, and how he built a company to last.

The book that has inspired entrepreneurs for generations, not only is  My Life and Work  by Henry Ford a memoir of an American icon but it also shows the spirit that built America. Written in 1922, this work provides a unique insight into the observations, ideas, and problem-solving skills of this remarkable man.

The Fords: An American Epic by Peter Collier

In  The Fords: An American Epic , Peter Collier and David Horowitz tell the riveting story of three generations of Fords, a dramatic story of conflict between fathers and sons played out against the backdrop of America’s greatest industrial empire.

The story begins with the first Henry Ford, the mechanical wizard, tinkerer, and “mad genius” who drove the automobile into the heart of American life and conquered the world with it. An American original, by the end of his life he had become an embittered crank who so possessively loved the company he built that when his son, Edsel, tried to change it to suit the changing times, Henry destroyed him. It was left to Edsel’s son Henry II to avenge him and save the Ford Motor Company in the postwar world.

From the details of the first Henry’s illicit affair and illegitimate son, to the life and loves of “Hank the Deuce” and his celebrated feud with Lee Iacocca, this is an engrossing account of a vital chapter in American history. The authors have added new material to this classic work, showing how Henry II’s line lost out to the line of his brother William Clay Ford in the quest to control this most American of companies in the twenty-first century.

Uncommon Friends by James Newton

James Newton’s Uncommon Friends is “a delightful portrayal of five great men who shared special friendships and common visions” (Booklist). Thomas Edison, Henry Ford, Harvey Firestone, Alexis Carrel, and Charles Lindbergh were twentieth-century giants known personally by very few. In this compelling memoir, James Newton recalls a lifetime of friendship with all of them – a friendship that began when he was only twenty years old and head of development of Edison Park in Fort Meyers, Florida. Based on Newton’s diaries, recollections, and extensive correspondence, this gem among books on Henry Ford is a unique opportunity to share a view of the personal side of some legendary historical figures.

The Public Image of Henry Ford by David L. Lewis

Skillful journalism and meticulous scholarship are combined in the full-bodied portrait of that enigmatic folk hero, Henry Ford, and of the company he built from scratch. Writing with verve and objectivity, David Lewis focuses on the fame, popularity, and influence of America’s most unconventional businessman and traces the history of public relations and advertising within Ford Motor Company and the automobile industry.

Henry Ford and the Jews by Neil Baldwin

This necessary installment among books on Henry Ford shows how he promoted his anti-Semitic views in The Dearborn Independent and other publications and examines the response of the Jewish community in America as well as Ford’s impact on the spread of anti-Semitism in Europe before World War II.

If you enjoyed this guide to the best books on Henry Ford, be sure to check out our list of 20 Inspirational Books Jeff Bezos recommends reading !

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