Chevrolet was eating Ford’s lunch. But Henry had a better idea.
It’s 1932, the height of the Great Depression. Nearly a quarter of all Americans are out of work. What money is being earned buys less, as a 1931 dollar is worth 90 cents in 1932.
The President, Herbert Hoover, is a pariah — so much so that during his re-election campaign, Detroit’s mounted police are called to protect the president from jobless auto workers chanting “Hang Hoover.”
Of course, things aren’t going well for automakers either.
The previous year, 1931, Ford sold 395,000 Model As, down significantly from the million-plus vehicles sold in 1929. But the whole industry is down, having sold 1.1 million units, down from 4.5 million in 1929.
But the slump in sales hadn’t deterred Henry Ford’s plan to beat Chevrolet: build a Ford with a V-8 engine. Unheard of in a mainstream car, it was introduced 90 years ago this week, at the height of the Great Depression.
A wild idea to top Chevy
Whereas Ford once commanded 50% of the car market with his Model T, his refusal to change it gave competitors a chance to catch up, offering more power, more comfort, more amenities and colors other than black. And it wasn’t just Chevrolet. Mid-priced brands like Oldsmobile, Nash, Dodge, Hudson and others nibbled away at his dominance. While Ford still had the industry’s largest market share, it was sliding. By 1926, it stood at 36 percent.
The Model T was losing its luster.
So Ford shut down his factories as he developed his next car, the Model A. It would be a sea change from the Model T, with markedly better performance, thanks to its 200.5 cubic-inch 4 cylinder that produced 40 horsepower, double that of the Model T. It boasted a far more modern design and employed a 3-speed manual transmission, rather than the T’s planetary gearbox.
But while Ford’s factory shutdown cost him the lead in sales, it would reverse itself in 1928, with the arrival of the Model A. By mid-1929, Ford sold 2 million of them.
While Ford thought the car was good enough to last a decade, Chevrolet one-upped him, introducing its 60-horsepower “Stovebolt Six” and overtaking Ford.
This week in automotive history, GM tries to acquire Ford. Here’s why it didn’t happen
Imagine General Motors owning Ford. It nearly happened, until it didn’t. TheDetroitBureau.com looks at what nearly happened, and why it didn’t.
William Crapo Durant — Billy to his friends — became President of the Buick Motor Co., after its founder, David Buick, left the company, along with $100,000. All was going well at Buick, and Durant soon left the office to have dinner with his daughter, Margery, when he was called to the phone. It was Benjamin Briscoe Jr., president of the Maxwell-Briscoe Co.
The conversation was recalled by Durant in notes for a never published autobiography and later recounted by Buick historian Lawrence Gustin in his book, “Billy Durant.”
“Hello, Billy, I have a most important matter to discuss with you and want you to take the first train to Chicago.”
Durant answered, “What’s the big idea, Ben?”
“Don’t ask me to explain; it’s the biggest thing in the country. There’s millions in it. Can you come?”
“Impossible, too busy, sorry,” Durant said. “But I can see you here. Why don’t you take the 10 o’clock Grand Trunk arriving at 7 o’clock tomorrow morning? I will meet you at the station and we will have breakfast together.”
Briscoe agreed, and boarded the train later that night.
A meeting begets a big idea
The next day, the two meet, with Briscoe telling Durant that a J.P. Morgan partner and Maxwell-Briscoe financier was toying with the idea of a large merger of automakers, nearly two dozen. Durant had his doubts.
The plan involved too many companies and would take too much to resolve any differences. Durant countered with another proposal, one involving fewer automakers that would sell medium-priced cars in large numbers, such as Ford, Reo, Buick and Maxwell-Briscoe.
Upon further discussion, they contacted Ransom E. Olds, who ran Reo, and Henry Ford, who agreed to meet with Briscoe and Durant at Durant’s suite in the Pontchartrain Hotel in Detroit.
Briscoe opened the meeting, stating he wanted the group to formulate a consolidation plan the could be presented to J.P. Morgan. But Ford and Olds wanted cash for their companies, at least $3 million each.
This proved to be a big hurdle. With the chances of success fading, the final straw proved to be a short item in the New York Times, stating that the first large consolidation of automakers was coming, and would be named International Motor Co. and capitalized at $25 million.
Morgan withdrew its support. The big idea was dead.
Durant carries on
Morgan may not have liked the idea, but Durant did.
Before long, he contacted the Olds Motor Works in Lansing, Michigan about consolidating Buick and Olds, with both companies owned by a holding company to be named General Motors.
Olds had fallen on hard times after the departure of their founder, Ransom Olds, several years before, and were anxious to consolidate. On Sept. 16 1908, General Motors was incorporated, starting an acquisition spree that led Durant to acquire the Albert Champion Co., the Oakland Motor Car Co., and Cadillac Automobile Co. among dozens of others.But one prize still eluded him: Ford Motor Co
Durant tries again
In 1909, Durant approached Ford’s business manager James Couzens about General Motors’ interest in acquiring Ford Motor Co. Couzens said he would talk it over with Mr. Ford. At the time, Ford was fighting George Selden, a patent lawyer who was granted a patent for the automobile.
Selden formed the Association of Licensed Automobile Manufacturers and began collecting a 0.75% royalty on all cars sold. But automakers had to get a license from the ALAM. Having been refused one by the ALAM, Ford built cars anyway. Selden sued, and the case dragged on for years. Ford was still battling Selden when Durant’s offer arrived. With victory uncertain, and huge costs being incurred with the installation of the automobile industry’s first assembly line, Ford couldn’t help but be swayed by the offer.
“I had reason to believe that if we were successful, General Motors would not require any more motor car companies,” Durant writes.
Ford agreed to sell his company to General Motors for $8 million. His terms: $2 million in cash, $2 million in stock, and the remaining $4 million paid during the next three years at 5% interest. But Durant’s acquisition fee left GM short on cash. Durant turned to the National City Bank of New York to ask for a $2 million loan, even as GM’s board of directors gives Durant the authority to buy Ford on Oct. 26, 1909. But the bank was unwilling to take a risk on the fledgling industry, let alone Durant’s new company.
The answer was no.
Ultimately, Ford would prove victorious over Selden upon appeal, and the assembly line proved a wise innovation. By the 1920s, Ford would control half the U.S. automobile market with a single vehicle, the Model T. Ultimately, through a combination of factors, GM would surpass Ford, become the top seller of automobiles in the U.S. for decades.
However, one wonders what might have been had things turned out differently in 1909.
While those same bankers later admitted they made a mistake, Durant harbored no regrets. “I never would have built up that business the way Ford did,” he recalled. “The Ford business would never have been what it is without Henry Ford, who has done more for America than any other man — more for the world.”
The original prototype was a “clown suit” hiding the plan to bring out a mid-engine supercar.
Original Corvette Chief Engineer Zora Arkus-Duntov helped develop these concepts: (l-r) CERV I, CERV III and CERV II.
With the launch of the new, eighth-generation Corvette, Chevrolet finally gets what it – and many fans – have long wanted: a mid-engine design that can truly compete with some of the world’s best sports cars.
Mike Petrucci, the lead development engineer, stands alongside an early C8 “mule.”
It’s been a long time coming. Zora Arkus-Duntov, Corvette’s first chief engineer, began tinkering with the concept way back in 1960 with the CERV I concept vehicle. He described it as “a design without limit” and an “admirable tool,” contending that it showed GM “what to put in Corvette.”
Throughout the years, Arkus-Duntov and his successors would continue to tinker with the mid-engine concept, launching additional prototypes like CERV II and CERV III. But it would take until the middle of this past decade before senior management at General Motors finally gave the idea the go, according to Mike Petrucci, who served as lead development engineer on the 2020 Chevrolet Corvette, or C8.