Henry Ford
Henry Ford, c. 1919
Born	(1863-07-30)July 30, 1863 Greenfield Township, Michigan, U.S.
Died	April 7, 1947(1947-04-07) (aged 83) Fair Lane, Dearborn, Michigan, U.S.
Occupation	Business, Engineering
Net worth	$188.1 billion, based on information from Forbes, February 2008.
Religion	Protestant Episcopal
Spouse	Clara Jane Bryant
Children	Edsel Ford
Parents	William Ford and Mary Ford
Signature

Henry Ford (July 30, 1863 – April 7, 1947) was an American industrialist, the founder of the Ford Motor Company, and sponsor of the development of the assembly line technique of mass production. His introduction of the Model T automobile revolutionized transportation and American industry. As owner of the Ford Motor Company, he became one of the richest and best-known people in the world. Ford spent most of his life making headlines, good, bad, but never indifferent. Celebrated as both a technological genius and a folk hero, Ford was the creative force behind an industry of unprecedented size and wealth that in only a few decades permanently changed the economic and social character of the United States. He is credited with "Fordism": mass production of inexpensive goods coupled with high wages for workers. Ford had a global vision, with consumerism as the key to peace. His intense commitment to systematically lowering costs resulted in many technical and business innovations, including a franchise system that put dealerships throughout most of North America and in major cities on six continents. Ford left most of his vast wealth to the Ford Foundation but arranged for his family to control the company permanently.

Ford was also widely known for his pacifism during the first years of World War I and for being the publisher of antisemitic texts such as the book The International Jew.^[1]

Early years[link]

Ford was born July 30, 1863, on a farm in Greenfield Township (near Detroit, Michigan).^[2] His father, William Ford (1826–1905), was born in County Cork, Ireland, of a family originally from western England, who were among migrants to Ireland as the English created plantations.^{[citation needed]} His mother, Mary Litogot Ford (1839–1876), was born in Michigan; she was the youngest child of Belgian immigrants; her parents died when Mary was a child and she was adopted by neighbors, the O'Herns. Henry Ford's siblings include Margaret Ford (1867–1938); Jane Ford (c. 1868–1945); William Ford (1871–1917) and Robert Ford (1873–1934).

His father gave him a pocket watch in his early teens. At 15, Ford dismantled and reassembled the timepieces of friends and neighbors dozens of times, gaining the reputation of a watch repairman.^[3] At twenty, Ford walked four miles to their Episcopal church every Sunday.^[4]

Ford was devastated when his mother died in 1876. His father expected him to eventually take over the family farm, but he despised farm work. He later wrote, "I never had any particular love for the farm—it was the mother on the farm I loved."^[5]

In 1879, he left home to work as an apprentice machinist in the city of Detroit, first with James F. Flower & Bros., and later with the Detroit Dry Dock Co. In 1882, he returned to Dearborn to work on the family farm, where he became adept at operating the Westinghouse portable steam engine. He was later hired by Westinghouse company to service their steam engines. During this period Ford also studied bookkeeping at Goldsmith, Bryant & Stratton Business College in Detroit.^[6]

Henry Ford in 1888, aged 25.

Marriage and family[link]

Ford married Clara Ala Bryant (1866–1950) in 1888 and supported himself by farming and running a sawmill.^[7] They had one child: Edsel Ford (1893–1943).^[8]

Career[link]

In 1891, Ford became an engineer with the Edison Illuminating Company. After his promotion to Chief Engineer in 1893, he had enough time and money to devote attention to his personal experiments on gasoline engines. These experiments culminated in 1896 with the completion of a self-propelled vehicle which he named the Ford Quadricycle. He test-drove it on June 4. After various test-drives, Ford brainstormed ways to improve the Quadricycle.^[9]

Also in 1896, Ford attended a meeting of Edison executives, where he was introduced to Thomas Edison. Edison approved of Ford's automobile experimentation. Encouraged by Edison, Ford designed and built a second vehicle, completing it in 1898.^[10] Backed by the capital of Detroit lumber baron William H. Murphy, Ford resigned from the Edison Company and founded the Detroit Automobile Company on August 5, 1899.^[11] However, the automobiles produced were of a lower quality and higher price than Ford wanted. Ultimately, the company was not successful and was dissolved in January 1901.^[11]

With the help of C. Harold Wills, Ford designed, built, and successfully raced a 26-horsepower automobile in October 1901. With this success, Murphy and other stockholders in the Detroit Automobile Company formed the Henry Ford Company on November 30, 1901, with Ford as chief engineer.^[12] In 1902, Murphy brought in Henry M. Leland as a consultant; Ford, in response, left the company bearing his name. With Ford gone, Murphy renamed the company the Cadillac Automobile Company.^[12]

Teaming up with former racing cyclist Tom Cooper, Ford also produced the 80+ horsepower racer "999" which Barney Oldfield was to drive to victory in a race in October 1902. Ford received the backing of an old acquaintance, Alexander Y. Malcomson, a Detroit-area coal dealer.^[12] They formed a partnership, "Ford & Malcomson, Ltd." to manufacture automobiles. Ford went to work designing an inexpensive automobile, and the duo leased a factory and contracted with a machine shop owned by John and Horace E. Dodge to supply over $160,000 in parts.^[12] Sales were slow, and a crisis arose when the Dodge brothers demanded payment for their first shipment.

Ford Motor Company[link]

Henry Ford with Thomas Edison and Harvey Firestone. Ft. Myers, Florida, February 11, 1929.

In response, Malcomson brought in another group of investors and convinced the Dodge Brothers to accept a portion of the new company.^[13] Ford & Malcomson was reincorporated as the Ford Motor Company on June 16, 1903,^[13] with $28,000 capital. The original investors included Ford and Malcomson, the Dodge brothers, Malcomson's uncle John S. Gray, Malcolmson's secretary James Couzens, and two of Malcomson's lawyers, John W. Anderson and Horace Rackham. Ford then demonstrated a newly-designed car on the ice of Lake St. Clair, driving 1 mile (1.6 km) in 39.4 seconds and setting a new land speed record at 91.3 miles per hour (147.0 km/h). Convinced by this success, the race driver Barney Oldfield, who named this new Ford model "999" in honor of the fastest locomotive of the day, took the car around the country, making the Ford brand known throughout the United States. Ford also was one of the early backers of the Indianapolis 500.

Model T[link]

The Model T was introduced on October 1, 1908. It had the steering wheel on the left, which every other company soon copied. The entire engine and transmission were enclosed; the four cylinders were cast in a solid block; the suspension used two semi-elliptic springs. The car was very simple to drive, and easy and cheap to repair. It was so cheap at $825 in 1908 ($21,340 today) (the price fell every year) that by the 1920s, a majority of American drivers had learned to drive on the Model T.^[14]

Ford created a massive publicity machine in Detroit to ensure every newspaper carried stories and ads about the new product. Ford's network of local dealers made the car ubiquitous in virtually every city in North America. As independent dealers, the franchises grew rich and publicized not just the Ford but the very concept of automobiling; local motor clubs sprang up to help new drivers and to encourage exploring the countryside. Ford was always eager to sell to farmers, who looked on the vehicle as a commercial device to help their business. Sales skyrocketed—several years posted 100% gains on the previous year. Always on the hunt for more efficiency and lower costs, in 1913 Ford introduced the moving assembly belts into his plants, which enabled an enormous increase in production. Although Ford is often credited with the idea, contemporary sources indicate that the concept and its development came from employees Clarence Avery, Peter E. Martin, Charles E. Sorensen, and C. Harold Wills.^[15] (See Piquette Plant)

Ford Assembly Line, 1913

Sales passed 250,000 in 1914. By 1916, as the price dropped to $360 for the basic touring car, sales reached 472,000.^[16] (Using the consumer price index, this price was equivalent to $7,020 in 2008 dollars.)

By 1918, half of all cars in America were Model T's. However, it was a monolithic black; as Ford wrote in his autobiography, "Any customer can have a car painted any color that he wants so long as it is black".^[17] Until the development of the assembly line, which mandated black because of its quicker drying time, Model T's were available in other colors, including red. The design was fervently promoted and defended by Ford, and production continued as late as 1927; the final total production was 15,007,034. This record stood for the next 45 years. This record was achieved in just 19 years from the introduction of the first Model T (1908).

President Woodrow Wilson asked Ford to run as a Democrat for the United States Senate from Michigan in 1918. Although the nation was at war, Ford ran as a peace candidate and a strong supporter of the proposed League of Nations.^[18]

Henry Ford turned the presidency of Ford Motor Company over to his son Edsel Ford in December 1918. Henry, however, retained final decision authority and sometimes reversed his son. Henry started another company, Henry Ford and Son, and made a show of taking himself and his best employees to the new company; the goal was to scare the remaining holdout stockholders of the Ford Motor Company to sell their stakes to him before they lost most of their value. (He was determined to have full control over strategic decisions.) The ruse worked, and Henry and Edsel purchased all remaining stock from the other investors, thus giving the family sole ownership of the company.^[19]

By the mid-1920s, sales of the Model T began to decline due to rising competition. Other auto makers offered payment plans through which consumers could buy their cars, which usually included more modern mechanical features and styling not available with the Model T. Despite urgings from Edsel, Henry steadfastly refused to incorporate new features into the Model T or to form a customer credit plan.^[20]

Model A and Ford's later career[link]

By 1926, flagging sales of the Model T finally convinced Henry to make a new model. He pursued the project with a great deal of technical expertise in design of the engine, chassis, and other mechanical necessities, while leaving the body design to his son. Edsel also managed to prevail over his father's initial objections in the inclusion of a sliding-shift transmission.^[21]

The result was the successful Ford Model A, introduced in December 1927 and produced through 1931, with a total output of more than 4 million. Subsequently, the Ford company adopted an annual model change system similar to that recently pioneered by its competitor General Motors (and still in use by automakers today). Not until the 1930s did Ford overcome his objection to finance companies, and the Ford-owned Universal Credit Corporation became a major car-financing operation.^[22]

Ford did not believe in accountants; he amassed one of the world's largest fortunes without ever having his company audited under his administration.

Labor philosophy[link]

The five-dollar workday[link]

Time Magazine, January 14, 1935.

Ford was a pioneer of "welfare capitalism", designed to improve the lot of his workers and especially to reduce the heavy turnover that had many departments hiring 300 men per year to fill 100 slots. Efficiency meant hiring and keeping the best workers.^[23]

Ford astonished the world in 1914 by offering a $5 per day wage ($120 today), which more than doubled the rate of most of his workers.^[24] A Cleveland, Ohio newspaper editorialized that the announcement "shot like a blinding rocket through the dark clouds of the present industrial depression."^[25] The move proved extremely profitable; instead of constant turnover of employees, the best mechanics in Detroit flocked to Ford, bringing their human capital and expertise, raising productivity, and lowering training costs.^[26][27] Ford announced his $5-per-day program on January 5, 1914, raising the minimum daily pay from $2.34 to $5 for qualifying workers. It also set a new, reduced workweek, although the details vary in different accounts. Ford and Crowther in 1922 described it as six 8-hour days, giving a 48-hour week,^[28] while in 1926 they described it as five 8-hour days, giving a 40-hour week.^[29] (Apparently the program started with Saturdays as workdays and sometime later it was changed to a day off.)

Detroit was already a high-wage city, but competitors were forced to raise wages or lose their best workers.^[30] Ford's policy proved, however, that paying people more would enable Ford workers to afford the cars they were producing and be good for the economy. Ford explained the policy as profit-sharing rather than wages.^[31] It may have been Couzens who convinced Ford to adopt the $5 day.^[32]

The profit-sharing was offered to employees who had worked at the company for six months or more, and, importantly, conducted their lives in a manner of which Ford's "Social Department" approved. They frowned on heavy drinking, gambling, and what might today be called "deadbeat dads". The Social Department used 50 investigators, plus support staff, to maintain employee standards; a large percentage of workers were able to qualify for this "profit-sharing."

Ford's incursion into his employees' private lives was highly controversial, and he soon backed off from the most intrusive aspects. By the time he wrote his 1922 memoir, he spoke of the Social Department and of the private conditions for profit-sharing in the past tense, and admitted that "paternalism has no place in industry. Welfare work that consists in prying into employees' private concerns is out of date. Men need counsel and men need help, oftentimes special help; and all this ought to be rendered for decency's sake. But the broad workable plan of investment and participation will do more to solidify industry and strengthen organization than will any social work on the outside. Without changing the principle we have changed the method of payment."^[33]

Labor unions[link]

Ford was adamantly against labor unions. He explained his views on unions in Chapter 18 of My Life and Work.^[34] He thought they were too heavily influenced by some leaders who, despite their ostensible good motives, would end up doing more harm than good for workers. Most wanted to restrict productivity as a means to foster employment, but Ford saw this as self-defeating because, in his view, productivity was necessary for any economic prosperity to exist.

He believed that productivity gains that obviated certain jobs would nevertheless stimulate the larger economy and thus grow new jobs elsewhere, whether within the same corporation or in others. Ford also believed that union leaders had a perverse incentive to foment perpetual socio-economic crisis as a way to maintain their own power. Meanwhile, he believed that smart managers had an incentive to do right by their workers, because doing so would maximize their own profits. (Ford did acknowledge, however, that many managers were basically too bad at managing to understand this fact.) But Ford believed that eventually, if good managers such as he could fend off the attacks of misguided people from both left and right (i.e., both socialists and bad-manager reactionaries), the good managers would create a socio-economic system wherein neither bad management nor bad unions could find enough support to continue existing.

To forestall union activity, Ford promoted Harry Bennett, a former Navy boxer, to head the Service Department. Bennett employed various intimidation tactics to squash union organizing.^[35] The most famous incident, on May 26, 1937, involved Bennett's security men beating with clubs UAW representatives, including Walter Reuther.^[36] While the Bennett's men were beating the UAW representatives, the supervising police chief on the scene was Carl Brooks, an alumnus of Bennett’s Service Department, and [Brooks] "did not give orders to intervene."^[37] The incident became known as The Battle of the Overpass.

In the late 1930s and early 1940s, Edsel (who was president of the company) thought Ford had to come to some sort of collective bargaining agreement with the unions because the violence, work disruptions, and bitter stalemates could not go on forever. But Henry (who still had the final veto in the company on a de facto basis even if not an official one) refused to cooperate. For several years, he kept Bennett in charge of talking to the unions that were trying to organize the Ford Motor Company. Sorensen's memoir^[38] makes clear that Henry's purpose in putting Bennett in charge was to make sure no agreements were ever reached.

The Ford Motor Company was the last Detroit automaker to recognize the United Auto Workers union (UAW). A sit-down strike by the UAW union in April 1941 closed the River Rouge Plant. Sorensen recounted that a distraught Henry Ford was very close to following through with a threat to break up the company rather than cooperate but that his wife Clara told him she would leave him if he destroyed the family business. She wanted to see their son and grandsons lead it into the future.^[39] Henry complied with his wife's ultimatum. Overnight, the Ford Motor Co. went from the most stubborn holdout among automakers to the one with the most favorable UAW contract terms.^{[citation needed]} The contract was signed in June 1941.

Ford Airplane Company[link]

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

Ford 4-AT-F (EC-RRA) of the Spanish Republican Airline, L.A.P.E.

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

Willow Run[link]

Peace and war[link]

World War I era[link]

Ford opposed war, which he thought was a terrible waste.^[40][41] Ford became highly critical of those who he felt financed war, and he tried to stop them. In 1915, the pacifist Rosika Schwimmer gained favor with Ford, who agreed to fund a peace ship to Europe, where World War I was raging. He and about 170 other prominent peace leaders traveled there. Ford's Episcopalian pastor, Reverend Samuel S. Marquis, accompanied him on the mission. Marquis headed Ford's Sociology Department from 1913 to 1921. Ford talked to President Wilson about the mission but had no government support. His group went to neutral Sweden and the Netherlands to meet with peace activists. A target of much ridicule, Ford left the ship as soon as it reached Sweden.^[42]

Ford plants in Britain produced tractors to increase the British food supply, as well as trucks and aircraft engines. When the U.S. entered the war in 1917 the company became a major supplier of weapons, especially the Liberty engine for airplanes, and anti-submarine boats.^[43]

In 1918, with the war on and the League of Nations a growing issue in global politics, President Woodrow Wilson, a Democrat, encouraged Ford to run for a Michigan seat in the U.S. Senate. Wilson believed that Ford could tip the scales in Congress in favor of Wilson's proposed League. "You are the only man in Michigan who can be elected and help bring about the peace you so desire," the president wrote Ford. Ford wrote back: "If they want to elect me let them do so, but I won't make a penny's investment." Ford did run, however, and came within 4,500 votes of winning, out of more than 400,000 cast statewide.^[44]

The coming of World War II and Ford's mental collapse[link]

Ford had opposed America's entry into World War II ^[36][45] and continued to believe that international business could generate the prosperity that would head off wars. Ford "insisted that war was the product of greedy financiers who sought profit in human destruction"; in 1939 he went so far as to claim that the torpedoing of U.S. merchant ships by German submarines was the result of conspiratorial activities undertaken by financier war-makers.^[46] The financiers to whom he was referring was Ford's code for Jews; he had also accused Jews of fomenting the First World War (see the section on his anti-Semitism below).^[47][36] In the run-up to World War II and when the war erupted in 1939, he reported that he did not want to trade with belligerents. Like many other businessmen of the Great Depression era, he never liked or entirely trusted the Franklin Roosevelt Administration, and thought Roosevelt was inching the U.S. closer to war. However, Ford continued to do business with Nazi Germany, including the manufacture of war materiel.^[36] Beginning in 1940, with the requisitioning of between 100 and 200 French POWs to work as slave laborers, Ford-Werke contravened Article 31 of the 1929 Geneva Convention.^[36] At that time, which was before the U.S. entered the War and still had full diplomatic relations with Nazi Germany, Ford-Werke was under the control of the Ford Motor Company. The number of slave laborers grew as the war expanded although Wallace made it clear that companies in Germany were not required by the Nazi authorities to use slave laborers.

When Rolls-Royce sought a U.S. manufacturer as an alternative source for the Merlin engine (as fitted to Spitfire and Hurricane fighters), Ford first agreed to do so and then reneged. He "lined up behind the war effort" when the U.S. entered in late 1941."^[48] His support of the American war effort, however, was problematic. Once the U.S. entered the war, Ford's Willow Run plant was converted into a B-24 factory. Production, however, was marred by incompetence and bungling.^[36]

Following a series of strokes in the late 1930s he became increasingly debilitated and was more of a figurehead; other people made the decisions in his name.^[49] After Edsel Ford's premature death, Henry Ford nominally resumed control of the company in 1943, but his mental ability was fading. In reality the company was controlled by a handful of senior executives led by Charles Sorensen, an important engineer and production executive at Ford, and Harry Bennett, the chief of Ford's Service Unit, Ford's paramilitary force that spied, and enforced discipline, on employees. As Ford became increasingly sidelined, he grew jealous of the publicity Sorensen received; Ford forced Sorensen out in 1944.^[50] Henry Ford II (Ford's grandson), in a purge of the old guard, forced out Bennett in 1947. Ford's incompetence led to discussions in Washington about how to restore the company, whether by wartime government fiat or by instigating some sort of coup among executives and directors.^[51] Nothing happened until 1945, with bankruptcy a serious risk. Edsel's widow led an ouster and installed her son, Henry Ford II, as president; the young man took full control.^[52][53]

[edit] The Dearborn Independent and anti-Semitism

The Ford publication The International Jew, the World's Foremost Problem. Articles from The Dearborn Independent, 1920

Ford in the early 1920s sponsored a weekly newspaper that published (among many non-controversial articles) strongly anti-Semitic views. At the same time Ford had a reputation as one of the few major corporations actively hiring black workers; he was not accused of discrimination against Jewish workers or suppliers.^[54]

In 1918, Ford's closest aide and private secretary, Ernest G. Liebold, purchased an obscure weekly newspaper for Ford, The Dearborn Independent. The Independent ran for eight years, from 1920 until 1927, during which Liebold was editor. Every Ford franchise nation-wide had to carry the paper and distribute it to its customers.

The newspaper published The Protocols of the Elders of Zion, which was discredited by The Times of London as a forgery during the Independent's publishing run. The American Jewish Historical Society described the ideas presented in the magazine as "anti-immigrant, anti-labor, anti-liquor, and anti-Semitic." In February 1921, the New York World published an interview with Ford, in which he said: "The only statement I care to make about the Protocols is that they fit in with what is going on." During this period, Ford emerged as "a respected spokesman for right-wing extremism and religious prejudice," reaching around 700,000 readers through his newspaper.^[55] The 2010 documentary film Jews and Baseball: An American Love Story (written by Pulitzer Prize winner Ira Berkow) noted that Ford wrote on May 22, 1920: “If fans wish to know the trouble with American baseball they have it in three words—too much Jew.”^{[56][57][58][59][60][61]}

In Germany, Ford's anti-Semitic articles from The Dearborn Independent were issued in four volumes, cumulatively titled The International Jew, the World's Foremost Problem published by Theodor Fritsch, founder of several anti-Semitic parties and a member of the Reichstag. In a letter written in 1924, Heinrich Himmler described Ford as "one of our most valuable, important, and witty fighters."^[62] Ford is the only American mentioned in Mein Kampf.^[63][64] Adolf Hitler wrote, "only a single great man, Ford, [who], to [the Jews'] fury, still maintains full independence...[from] the controlling masters of the producers in a nation of one hundred and twenty millions." Speaking in 1931 to a Detroit News reporter, Hitler said he regarded Ford as his "inspiration," explaining his reason for keeping Ford's life-size portrait next to his desk.^[65] Steven Watts wrote that Hitler "revered" Ford, proclaiming that "I shall do my best to put his theories into practice in Germany," and modeling the Volkswagen, the people's car, on the Model T.^[66]

Grand Cross of the German Eagle, an award bestowed on Ford by Nazi Germany

On February 1, 1924, Ford received Kurt Ludecke, a representative of Hitler, at home. Ludecke was introduced to Ford by Siegfried Wagner (son of the composer Richard Wagner) and his wife Winifred, both Nazi sympathizers and anti-Semites. Ludecke asked Ford for a contribution to the Nazi cause, but was apparently refused.^[67]

While Ford's articles were denounced by the Anti-Defamation League (ADL), the articles explicitly condemned pogroms and violence against Jews (Volume 4, Chapter 80), but blamed the Jews for provoking incidents of mass violence.^[68] None of this work was written by Ford, but he allowed his name to be used as author. According to trial testimony, he wrote almost nothing. Friends and business associates have said they warned Ford about the contents of the Independent and that he probably never read the articles. (He claimed he only read the headlines.)^[69] However, court testimony in a libel suit, brought by one of the targets of the newspaper, alleged that Ford did know about the contents of the Independent in advance of publication.^[36]

The libel lawsuit, which was brought by San Francisco lawyer and Jewish farm cooperative organizer Aaron Sapiro in response to anti-Semitic remarks, led Ford to close the Independent in December 1927. News reports at the time quoted him as saying he was shocked by the content and unaware of its nature. During the trial, the editor of Ford's "Own Page," William Cameron, testified that Ford had nothing to do with the editorials even though they were under his byline. Cameron testified at the libel trial that he never discussed the content of the pages or sent them to Ford for his approval.^[70] Investigative journalist Max Wallace noted that "whatever credibility this absurd claim may have had was soon undermined when James M. Miller, a former Dearborn Independent employee, swore under oath that Ford had told him he intended to expose Sapiro."^[71]

Michael Barkun observed,

That Cameron would have continued to publish such anti-Semitic material without Ford's explicit instructions seemed unthinkable to those who knew both men. Mrs. Stanley Ruddiman, a Ford family intimate, remarked that 'I don't think Mr. Cameron ever wrote anything for publication without Mr. Ford's approval.'^[72]

According to Spencer Blakeslee,

The ADL mobilized prominent Jews and non-Jews to publicly oppose Ford's message. They formed a coalition of Jewish groups for the same purpose and raised constant objections in the Detroit press. Before leaving his presidency early in 1921, Woodrow Wilson joined other leading Americans in a statement that rebuked Ford and others for their anti-Semitic campaign. A boycott against Ford products by Jews and liberal Christians also had an impact, and Ford shut down the paper in 1927, recanting his views in a public letter to Sigmund Livingston, ADL.^[73]

Wallace also found that Ford's apology was likely, at least partly, motivated by a business that was slumping as result of his anti-Semitism repelling potential buyers of Ford cars.^[36] Up until the apology, a considerable number of dealers, who had been required to make sure that buyers of Ford cars received the Independent, bought up and destroyed copies of the newspaper rather than alienate customers.^[36]

Ford's 1927 apology was well received. "Four-Fifths of the hundreds of letters addressed to Ford in July 1927 were from Jews, and almost without exception they praised the Industrialist."^[74] In January 1937, a Ford statement to the Detroit Jewish Chronicle disavowed "any connection whatsoever with the publication in Germany of a book known as the International Jew."^[74]

In July 1938, prior to the outbreak of war, the German consul at Cleveland gave Ford, on his 75th birthday, the award of the Grand Cross of the German Eagle, the highest medal Nazi Germany could bestow on a foreigner.^[65] James D. Mooney, vice-president of overseas operations for General Motors, received a similar medal, the Merit Cross of the German Eagle, First Class.^[65][75]

Distribution of International Jew was halted in 1942 through legal action by Ford, despite complications from a lack of copyright.^[74] It is still banned in Germany. Extremist groups often recycle the material; it still appears on antisemitic and neo-Nazi websites.

One Jewish public figure who was said to have been friendly with Ford was Detroit Judge Harry Keidan. When asked about this connection, Ford replied that Keidan was only half-Jewish.^{[citation needed]} A close collaborator of Ford during World War II reported that Ford, at the time over 80 years old, was shown a movie of the Nazi concentration camps and was horrified by the atrocities documented in it.^[76]

The damage, however, had been done. Testifying at Nuremberg, convicted Hitler Youth leader Baldur von Schirach who, in his role as military governor of Vienna deported 65,000 Jews to camps in Poland, stated,

The decisive anti-Semitic book I was reading and the book that influenced my comrades was [...] that book by Henry Ford, "The International Jew." I read it and became anti-Semitic. The book made a great influence on myself and my friends because we saw in Henry Ford the representative of success and also the representative of a progressive social policy.^[77][78]

International business[link]

Ford's philosophy was one of economic independence for the United States. His River Rouge Plant became the world's largest industrial complex, pursuing vertical integration to such an extent that it could produce its own steel. Ford's goal was to produce a vehicle from scratch without reliance on foreign trade. He believed in the global expansion of his company. He believed that international trade and cooperation led to international peace, and he used the assembly line process and production of the Model T to demonstrate it.^[79]

He opened Ford assembly plants in Britain and Canada in 1911, and soon became the biggest automotive producer in those countries. In 1912, Ford cooperated with Giovanni Agnelli of Fiat to launch the first Italian automotive assembly plants. The first plants in Germany were built in the 1920s with the encouragement of Herbert Hoover and the Commerce Department, which agreed with Ford's theory that international trade was essential to world peace.^[80] In the 1920s, Ford also opened plants in Australia, India, and France, and by 1929, he had successful dealerships on six continents. Ford experimented with a commercial rubber plantation in the Amazon jungle called Fordlândia; it was one of his few failures. In 1929, Ford accepted Joseph Stalin's invitation to build a model plant (NNAZ, today GAZ) at Gorky, a city now known under its historical name Nizhny Novgorod. He sent American engineers and technicians to the Soviet Union to help set it up,^[81] including future labor leader Walter Reuther.^[82]

The Ford Motor Company had the policy of doing business in any nation where the United States had diplomatic relations. It set up numerous subsidiaries that sold cars and trucks and sometimes assembled them:

Henry Ford in Germany; September 1930

By 1932, Ford was manufacturing one third of all the world’s automobiles. Ford's image transfixed Europeans, especially the Germans, arousing the "fear of some, the infatuation of others, and the fascination among all".^[83] Germans who discussed "Fordism" often believed that it represented something quintessentially American. They saw the size, tempo, standardization, and philosophy of production demonstrated at the Ford Works as a national service—an "American thing" that represented the culture of United States. Both supporters and critics insisted that Fordism epitomized American capitalist development, and that the auto industry was the key to understanding economic and social relations in the United States. As one German explained, "Automobiles have so completely changed the American's mode of life that today one can hardly imagine being without a car. It is difficult to remember what life was like before Mr. Ford began preaching his doctrine of salvation".^[84] For many Germans, Ford embodied the essence of successful Americanism.

In My Life and Work, Ford predicted that if greed, racism, and short-sightedness could be overcome, then economic and technological development throughout the world would progress to the point that international trade would no longer be based on (what today would be called) colonial or neocolonial models and would truly benefit all peoples.^[85] His ideas in this passage were vague, but they were idealistic.

Racing[link]

Ford (standing) launched Barney Oldfield's career in 1902

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

In My Life and Work Ford speaks (briefly) of racing in a rather dismissive tone, as something that is not at all a good measure of automobiles in general. He describes himself as someone who raced only because in the 1890s through 1910s, one had to race because prevailing ignorance held that racing was the way to prove the worth of an automobile. Ford did not agree. But he was determined that as long as this was the definition of success (flawed though the definition was), then his cars would be the best that there were at racing.^[86] Throughout the book, he continually returns to ideals such as transportation, production efficiency, affordability, reliability, fuel efficiency, economic prosperity, and the automation of drudgery in farming and industry, but rarely mentions, and rather belittles, the idea of merely going fast from point A to point B.

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

Later career[link]

When Edsel, president of Ford Motor Company, died of cancer in May 1943, the elderly and ailing Henry Ford decided to assume the presidency. By this point in his life, he had had several cardiovascular events (variously cited as heart attack or stroke) and was mentally inconsistent, suspicious, and generally no longer fit for such a job.^[87]

Most of the directors did not want to see him as president. But for the previous 20 years, though he had long been without any official executive title, he had always had de facto control over the company; the board and the management had never seriously defied him, and this moment was not different. The directors elected him,^[88] and he served until the end of the war. During this period the company began to decline, losing more than $10 million a month ($134,310,000 a month today). The administration of President Franklin Roosevelt had been considering a government takeover of the company in order to ensure continued war production,^[51] but the idea never progressed.

Death[link]

Ford grave, Ford Cemetery

In ill health, Ford ceded the presidency to his grandson Henry Ford II in September 1945 and went into retirement. He died in 1947 of a cerebral hemorrhage at age 83 in Fair Lane, his Dearborn estate. A public viewing was held at Greenfield Village where up to 5,000 people per hour filed past the casket. Funeral services were held in Detroit's Cathedral Church of St. Paul and he was buried in the Ford Cemetery in Detroit.^[89][90]

Sidelights[link]

Interest in materials science and engineering[link]

Henry Ford long had an interest in materials science and engineering. He enthusiastically described his company's adoption of vanadium steel alloys and subsequent metallurgic R&D work.^[91]

Ford long had an interest in plastics developed from agricultural products, especially soybeans. He cultivated a relationship with George Washington Carver for this purpose.^{[citation needed]} Soybean-based plastics were used in Ford automobiles throughout the 1930s in plastic parts such as car horns, in paint, etc. This project culminated in 1942, when Ford patented an automobile made almost entirely of plastic, attached to a tubular welded frame. It weighed 30% less than a steel car and was said to be able to withstand blows ten times greater than could steel. Furthermore, it ran on grain alcohol (ethanol) instead of gasoline. The design never caught on.^[92]

Ford was interested in engineered woods ("Better wood can be made than is grown"^[93]) (at this time plywood and particle board were little more than experimental ideas); corn as a fuel source, via both corn oil and ethanol;^[94] and the potential uses of cotton.^[93] Ford was instrumental in developing charcoal briquets, under the brand name "Kingsford". His brother in law, E.G. Kingsford, used wood scraps from the Ford factory to make the briquets.

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

Georgia residence and community[link]

Ford maintained a vacation residence (known as the "Ford Plantation") in Richmond Hill, Georgia. He contributed substantially to the community, building a chapel and schoolhouse and employing numerous local residents.

Preserving Americana[link]

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

On the idea that he invented the automobile[link]

Henry Ford did not invent the automobile, as is occasionally believed. Indeed, he began as a race driver of other people's cars. As Ford himself noted, by the 1870s, the notion of a "horseless carriage was a common idea".^[95] Many people worked toward the idea, as the history of steam road vehicles and of automobiles shows. Ford was, however, more influential than any other single person in changing the paradigm of the automobile from a very expensive, heavy, hand-built toy for rich people into a lightweight, reliable, affordable, mass-produced mode of transportation for working-class people.

On the idea that he invented the assembly line[link]

Both Ford and Ransom E. Olds are sometimes credited with the invention of the assembly line, although (as is the case with many inventions) the assembly line's development included many inventors. It combined the idea of interchangeable parts (another gradual technological development that is often mistakenly attributed to one individual or another). After 5 years of empirical development, Ford's first moving assembly line (employing conveyor belts) began mass production on or around April 1, 1913. The concept was first applied to subassemblies, and shortly after to the entire chassis. Although it is inaccurate to say that Ford personally invented the assembly line, his sponsorship of its development and use was central to its explosive success in the 20th century.^[96][97]

Miscellaneous[link]

Ford was the winner of the award of Car Entrepreneur of the Century in 1999.

Ford published a book, circulated to youth in 1914, called "The Case Against the Little White Slaver" which documented many dangers of cigarette smoking attested to by many researchers and luminaries.^[98]

Ford dressed up as Santa Claus and gave sleigh rides to children at Christmas time on his estate.^[40]

A compendium of short biographies of famous Freemasons, published by a Freemason lodge, lists Ford as a member.^[99]

Ford was especially fond of Thomas Edison, and on Edison's deathbed, he demanded Edison's son catch his final breath in a test tube. The test tube can still be found today in Henry Ford Museum.^[100]

In 1923, Ford's pastor, and head of his sociology department, Episcopal minister Samuel S. Marquis, claimed that Ford believed, or "once believed," in reincarnation.^[101] Though it is unclear whether or how long Ford kept such a belief, the San Francisco Examiner from August 26, 1928, published a quote which described Ford's beliefs:

I adopted the theory of Reincarnation when I was twenty six. Religion offered nothing to the point. Even work could not give me complete satisfaction. Work is futile if we cannot utilise the experience we collect in one life in the next. When I discovered Reincarnation it was as if I had found a universal plan I realised that there was a chance to work out my ideas. Time was no longer limited. I was no longer a slave to the hands of the clock. 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. Some are older souls than others, and so they know more. The discovery of Reincarnation put my mind at ease. If you preserve a record of this conversation, write it so that it puts men’s minds at ease. I would like to communicate to others the calmness that the long view of life gives to us.

Popular culture[link]

Mr. & Mrs. Henry Ford in his first car

• In Aldous Huxley's Brave New World (1932), society is organized on 'Fordist' lines and the years are dated A.F. or Anno Ford ('In the Year of our Ford') - a reference to A.D., Anno Domini ("in the year of our Lord"); and the expression 'My Ford' is used instead of 'My Lord.'
• Upton Sinclair created a fictional description of Ford in the 1937 novel The Flivver King.
• Symphonic composer Ferde Grofe composed a tone poem in Henry Ford's honor (1938).
• Ford is treated as a character in several historical novels, notably E. L. Doctorow's Ragtime (1975), and Richard Powers' novel Three Farmers on the Way to a Dance (1985).
• Ford, his family, and his company were the subjects of a 1986 biography by Robert Lacey entitled Ford: The Men and the Machine. The book was adapted in 1987 into a film starring Cliff Robertson and Michael Ironside.
• In the 2005 alternative history novel The Plot Against America, Philip Roth features Ford as Secretary of Interior in a fictional Charles Lindbergh presidential administration.
• The British author Douglas Galbraith uses the event of the Ford Peace Ship as the center of his novel King Henry (2007).^[102]
• Ford appears as a Great Builder in the 2008 strategy video game Civilization Revolution.^[103]

Honors[link]

• In December 1999, Ford was among 18 included in Gallup's List of Widely Admired People of the 20th Century, from a poll conducted of the American people.
• In 1928, Ford was awarded the Franklin Institute's Elliott Cresson Medal.
• In 1938, Ford was awarded Nazi Germany's Grand Cross of the German Eagle, a medal given to foreigners sympathetic to Nazism.^[104]
• The United States Postal Service honored Ford with a Prominent Americans series (1965–1978) 12¢ postage stamp.

See also[link]

	Book: Henry Ford
Wikipedia books are collections of articles that can be downloaded or ordered in print.

• Detroit, Toledo and Ironton Railroad
• Dodge v. Ford Motor Company
• Edison and Ford Winter Estates
• Fair Lane
• Ford Family Tree
• List of people on the cover of Time Magazine: 1920s
• List of wealthiest historical figures
• William B. Mayo

Notes[link]

References[link]

Memoirs by Ford Motor Company principals[link]

Biographies[link]

Specialized studies[link]

Further reading[link]

External links[link]

Wikiquote has a collection of quotations related to: Henry Ford

Wikimedia Commons has media related to: Henry Ford

Wikisource has original works written by or about: Henry Ford

• Automobile History Online—Henry Ford history and photos
• Full text of My Life and Work from Project Gutenberg
• Commentary on Ford's My Life and Work
• Notable quotations and speech excerpts
• Timeline
• Quotes
• Nevins and Hill tell the story of Peace Ship in American Heritage
• College student reports on the 1915 Peace Ship expedition
• The Henry Ford Heritage Association
• American Corporations and Hitler
• The Washington Post reports on Ford and General Motors response to alleged collaboration with Nazi Germany
• Power, Ignorance, and Anti-Semitism: Henry Ford and His War on Jews by Jonathan R. Logsdon, Hanover Historical Review 1999
• Review of "Henry Ford and The Jews" by Neil Baldwin
• Review of "The People's Tycoon" by Steven Watts. Henry Ford may have regretted his innovation (SF Chronicle)
• Ford's middle name is James

References[link]

v t e Ford Motor Company Marques Current Ford Lincoln Discontinued Continental Edsel Mercury Merkur Meteor Monarch Former Aston Martin Daimler Jaguar Lagonda Land Rover Th!nk Volvo Divisions and subsidiaries Current Automotive Components Holdings Ford of Argentina Ford of Australia Ford of Brazil Ford of Canada Ford of Europe (Ford of Britain, Ford Germany) Ford India Ford Motor Company of New Zealand Ford Motor Company Philippines Ford Motor Credit Company Ford Racing (Ford Team RS) Motorcraft Special Vehicle Team Troller Discontinued Ford of Russia Ford SAF Mercury Premier Automotive Group Special Vehicle Operations Former Aston Martin Lagonda Cosworth Ford Aerospace Hertz Corporation Jaguar Cars Kwik-Fit Land Rover New Holland Agriculture Visteon Volvo Car Corporation Joint ventures and shareholdings Current Aston Martin Lagonda AutoAlliance International (50%) AutoAlliance Thailand Changan Ford Mazda (35%) Ford Lio Ho Ford Performance Vehicles (49%) Ford Sollers (50%) Getrag Ford Transmissions (50%) Jiangling Motors Mazda Otosan (41%) Defunct Autolatina Matford Samcor Facilities and products Engines Factories Platforms Proving grounds Transmissions Vehicles Bestselling models People Designers Ford Family Henry Ford (Founder) William Clay Ford, Jr. (Executive Chairman) Alan R. Mulally (President and CEO) List of CEOs Other Big Three Dodge v. Ford Motor Company Fordlândia History Kinetic Design New Edge Pay on production United States Council for Automotive Research Website: Ford.com Ticker: NYSE: F Founded: June 16, 1903 Headquarters: Dearborn, Michigan Category Commons

vep:Ford Genri

The Assembly were a British synthpop project formed in 1983 in Basildon, England, by Vince Clarke (songwriting, keyboards, backing vocals) and Eric Radcliffe (songwriting, production).

Feargal Sharkey was hired as a guest vocalist for the A-side of the group's only single, "Never Never". Clarke and Radcliffe had planned to use a different singer on each track the group recorded,^[1] but the group disbanded after the release of "Never Never", and no other vocalists were employed by the duo.

Band history[link]

Clarke founded The Assembly shortly after disbanding Yazoo (featuring vocalist Alison Moyet), upon completion and distribution of Yazoo's 1983 album, You and Me Both.

The Assembly marked the most-involved phase of Clarke's long-term professional relationship with sound engineer Radcliffe, who had contributed significant influences to the recordings of Clarke's previous bands, Depeche Mode and Yazoo. However, the Assembly project never became a full-fledged band and resulted in only one single release, the UK hit "Never Never". It featured a sampled guitar track triggered note for note on a Fairlight CMI). The sound was augmented by session musician Clem Clempson on electric guitar.^[1]

Former Undertones frontman Feargal Sharkey was hired to sing on this track. Clarke and Radcliffe had planned to use a different singer on each track the group recorded,^[1] but none were released after "Never Never".

The other track on the single, "Stop/Start," was an instrumental, featuring Clarke's signature songwriting style with syncopation that gradually became the downbeat of the musical phrase.^{[citation needed]}

Despite the commercial success of the single, The Assembly was no longer a functioning entity by the end of 1984. Clarke went on to form Erasure with vocalist and co-songwriter Andy Bell in 1985. Although Erasure worked with Radcliffe on some of their early work, they eventually began working with other producers and engineers, including Flood. Sharkey, for his part, began a successful solo career in 1984 and achieved his only UK number one single in 1985 with "A Good Heart".

"Never Never" was re-released on CD single in 1996 with four tracks, containing both the normal and extended versions of both the title song, and "Stop/Start".^[1] The music video for "Never Never", filmed at Upminster Windmill in the London Borough of Havering, was featured on the first Now That's What I Call Music! video in 1983, though it did not feature on the corresponding compilation album.

Reunion[link]

In May 2011, Sharkey appeared on stage during the Erasure set at Mute Records's Short Circuit music festival for a one-off performance of "Never, Never" with Clarke.

Discography[link]

• "Never Never" – A side "Never Never", B side "Start-Stop" (instrumental) – 1983 – Mute TINY1 – No. 4 UK^[2]

See also[link]

• The Tube (TV series)
• Casio VL-1

References[link]

Rudolf Diesel
Born	March 18, 1858 Paris, France
Died	September 29, 1913(1913-09-29) (aged 55) English Channel
Nationality	German
Ethnicity	German
Occupation	Engineer, inventor, entrepreneur
Employer	Sulzer, Linde, MAN AG
Known for	Inventing the diesel engine
Spouse	Martha Diesel (née Flasche)
Children	Rudolf Jr., Heddy and Eugen
Parents	Elise Diesel, Theodor Diesel
Awards	Elliott Cresson Medal (1901)

Rudolf Christian Karl Diesel (German pronunciation: [ˈʁuːdɔlf ˈkʁɪstjan ˈkaʁl ˈdiːzəl]; March 18, 1858 – September 29, 1913) was a German inventor and mechanical engineer, famous for the invention of the diesel engine.

Early life[link]

Diesel was born in Paris, France in 1858 ^[1] the second of three children of Elise (née Strobel) and Theodor Diesel. His parents were Bavarian immigrants living in Paris.^[2][3] Theodor Diesel, a bookbinder by trade, left his home town of Augsburg, Bavaria, in 1848 . He met his wife, a daughter of a Nuremberg merchant, in Paris in 1855 and became a leather goods manufacturer there.

Rudolf Diesel spent his early childhood in France, but as a result of the outbreak of the Franco-Prussian War in 1870, his family (as were many other Germans) was forced to leave. They settled in London. Before the war's end in 1871, however, Diesel's mother sent 12-year-old Rudolf to Augsburg to live with his aunt and uncle, Barbara and Christoph Barnickel, to become fluent in German and to visit the Königliche Kreis-Gewerbsschule (Royal County Trade School), where his uncle taught mathematics.

At age 14, Rudolf wrote a letter to his parents stating that he wanted to become an engineer. After finishing his basic education at the top of his class in 1873, he enrolled at the newly-founded Industrial School of Augsburg. Two years later, he received a merit scholarship from the Royal Bavarian Polytechnic of Munich, which he accepted against the wishes of his parents, who would rather have seen him start to work.

One of his professors in Munich was Carl von Linde. Diesel was unable to be graduated with his class in July 1879 because he fell ill with typhoid. While waiting for the next examination date, he gained practical engineering experience at the Gebrüder Sulzer Maschinenfabrik (Sulzer Brothers Machine Works) in Winterthur, Switzerland. Diesel was graduated in January 1880 with highest academic honours and returned to Paris, where he assisted his former Munich professor, Carl von Linde, with the design and construction of a modern refrigeration and ice plant. Diesel became the director of the plant one year later.

In 1883, Diesel married Martha Flasche, and continued to work for Linde, gaining numerous patents in both Germany and France.

In early 1890, Diesel moved to Berlin with his wife and children, Rudolf Jr, Heddy, and Eugen, to assume management of Linde's corporate research and development department and to join several other corporate boards there. As he was not allowed to use the patents he developed while an employee of Linde's for his own purposes, he expanded beyond the field of refrigeration. He first worked with steam, his research into thermal efficiency and fuel efficiency leading him to build a steam engine using ammonia vapour. During tests, however, the engine exploded and almost killed him. He spent many months in a hospital, followed by health and eyesight problems. He then began designing an engine based on the Carnot cycle, and in 1893, soon after Karl Benz was granted a patent for his invention of the motor car in 1886, Diesel published a treatise entitled Theorie und Konstruktion eines rationellen Wärmemotors zum Ersatz der Dampfmaschine und der heute bekannten Verbrennungsmotoren [Theory and Construction of a Rational Heat-engine to Replace the Steam Engine and Combustion Engines Known Today] and formed the basis for his work on and invention of, the diesel engine.

Diesel understood thermodynamics and the theoretical and practical constraints on fuel efficiency. He knew that as much as 90% of the energy available in the fuel is wasted in a steam engine. His work in engine design was driven by the goal of much higher efficiency ratios. After experimenting with a Carnot Cycle engine, he developed his own approach. Eventually he obtained a patent for his design for a compression-ignition engine. In his engine, fuel was injected at the end of compression and the fuel was ignited by the high temperature resulting from compression. From 1893 to 1897, Heinrich von Buz, director of MAN AG in Augsburg, gave Rudolf Diesel the opportunity to test and develop his ideas.^[2] Rudolf Diesel obtained patents for his design in Germany and other countries, including the USA (U.S. Patent 542,846 and U.S. Patent 608,845).

Strange Death[link]

In the evening of 29 September 1913, Diesel boarded the post office steamer Dresden in Antwerp on his way to a meeting of the Consolidated Diesel Manufacturing company in London. He took dinner on board the ship and then retired to his cabin at about 10 p.m., leaving word for him to be called the next morning at 6:15 a.m. His cabin was found empty during a roll call and he was never seen alive again. A search of his cabin revealed that Diesel's bed had not been slept in, although his nightshirt was neatly laid out and his watch had been left where he could see it from the bed. His hat and overcoat were discovered neatly folded beneath the afterdeck railing.^[4]Ten days later, the crew of the Dutch boat Coertsen came upon the corpse of a man floating in the ocean. The body was in such an advanced state of decomposition that it was unrecognizable and they did not bring it aboard. Instead, the crew retrieved personal items (pill case, wallet, pocket knife, eyeglass case) from the clothing of the dead man, and returned the body to the sea. On 13 October these items were identified by Rudolf's son, Eugen Diesel, as belonging to his father.

There are various theories to explain Diesel's death. His biographers, such as Grosser (1978),^[3] present a case for suicide, and clearly consider it most likely. Conspiracy theories suggest that various people's business or military interests may have provided motives for homicide, however. Evidence is limited for all explanations. Shortly after Diesel's disappearance, his wife Martha opened a bag that her husband had given to her just before his ill-fated voyage, with directions that it should not be opened until the following week. She discovered 200,000 German marks in cash and a number of financial statements indicating that their bank accounts were virtually empty.^[4]

Legacy[link]

Rudolf Diesel
(1858–1913)

After Diesel's death, the diesel engine underwent much development and became a very important replacement for the steam piston engine in many applications. Because the diesel engine required a heavier, more robust construction than a gasoline engine, it was not widely used in aviation (but see aircraft diesel engine). The diesel engine became widespread in many other applications, however, such as stationary engines, submarines, ships, and much later, locomotives, trucks, and in modern automobiles. Diesel engines are most often found in applications where a high torque requirement and low RPM requirement exist. Because of their generally more robust construction and high torque, diesel engines have also become the workhorses of the trucking industry. Recently, diesel engines that have overcome their weight penalty have been designed, certified, and flown in light aircraft. These engines are designed to run on either diesel fuel or more commonly jet fuel.

The diesel engine has the benefit of running more fuel-efficiently than gasoline engines due to much higher compression ratios and longer duration of combustion, which means the temperature rises more slowly, allowing more heat to be converted to mechanical work. Diesel was interested in using coal dust ^[5] or vegetable oil as fuel, and in fact, his engine was run on peanut oil.^[6] Although these fuels were not immediately popular, during 2008 rises in fuel prices, coupled with concerns about oil reserves, have led to more widespread use of vegetable oil and biodiesel. The primary source of fuel remains what became known as diesel fuel, an oil byproduct derived from refinement of petroleum.

Patent dispute with Herbert Akroyd Stuart[link]

Akroyd-Stuart's compression ignition^{[citation needed]} engine (as opposed to spark-ignition) was patented two years earlier than Diesel's similar engine; Diesel's patentable idea was to increase the pressure. Due to the lower pressures used, the hot bulb engine, with an internal pressure of about 90 PSI,^[7] as opposed to the Diesel engine's c. 500 PSI, had only about a 12% thermal efficiency versus more than 50% for some large Diesels. Details of the claim that a patent submitted by Herbert Akroyd Stuart has pre-dated that of Rudolf Diesel may be found under the name of that inventor.^{[citation needed]}

The high compression and thermal efficiency is what distinguishes the patent granted to Diesel from a hot bulb engine patent.

See also[link]

• Rudolf-Diesel-Medaille, German award in memory of Rudolf Diesel
• History of the internal combustion engine
• German inventors and discoverers

References[link]

Bibliography[link]

• Cummins, C. Lyle, Jr. (1993), Diesel's Engine: Volume 1: From Conception To 1918, Wilsonville, OR, USA: Carnot Press, ISBN 978-0-917308-03-1 . (C. Lyle Cummins, Jr. was the son of Clessie Cummins, founder of the Cummins Company).
• Grosser, Morton (1978), Diesel: The Man and the Engine, New York, NY, USA: Atheneum, ISBN 978-0-689-30652-5, LCCN 78006196. 
• Moon, John F. (1974), Rudolf Diesel and the Diesel Engine, London, UK: Priory Press, ISBN 978-0-85078-130-4, LCCN 74182524. 

External links[link]

Wikimedia Commons has media related to: Rudolf Diesel

• Biography from About.com
• Biography from Hempcar.org
• U.S. Patent 542,846
• U.S. Patent 608,845
• Texts on Wikisource:
  • "Diesel, Rudolf". Encyclopedia Americana. 1920. 
  • "Diesel, Rudolf". Collier's New Encyclopedia. 1921.