Ford History


Ford Motor Company – American Automobile Company specializing in manufacturing passenger cars of “Ford”, “Mercury”, “Mercury” marques, as well as trucks and farm machinery.

In addition Ford Company owns Jaguar automobile company. Ford is headquartered in Dearborn, Michigan, right not far from the site where Henry Ford’s parents owned a farm.

Ford Company was founded by Henry Ford in 1903 and from the very initials was aimed at issuing widely available cheap automobiles. That was the start of Ford history.

The first model was A, in 1908 it was followed by T model nicknamed by caricaturists as “Tin Lizzy”. The popularity of Ford T model was so scalable and overwhelming that constantly growing Ford factories could hardly cover demand for Ford automobiles. During the first manufacturing year of T model Ford sold out 10 660 cars that hit all known records in automobile industry.

In 1913 Ford Company by inserting in production interchangeable parts standardization method and the automobiles conveyorized assembly left important mark in automobile history. This also enabled to enhance labour productivity 40-60%; at the same time the salary of workers for Ford rose so that twice exceeded the industry average rate. At every Ford factory 8-hour working day was implemented. By 1915 Ford T model was manufactured in 500 000 numbers and in 1923 every second car in the US was issued by Ford factories.

In 1920-30s Ford Motor actively establishes its offices in many countries of the world including Soviet Russia as “GAZ” and “Amo” factories were erected. Although Henry negatively regarded October revolution he saw that Russia had promising future given industrialization.

In 1922 the purchase of “Lincoln” Company marked important step in Ford history. Lincoln management was entrusted to Edsel Ford. Authoritarian ruling style of Henry Ford was constantly under criticizing pressure of mass media while his trade unions aversion caused even real baiting campaign.
At the same time by the end of 1920s the Americans become palled on by the Ford T model and the leading positions were seized by General Motors.

In response Ford Company introduced A model but still Chevrolet and Buick popularity is more scalable.
In 1929 the Great Depression sharply decreased automobiles market that finally lead to salary downfall two times.

In 1932 came another significant milestone in Ford history as the V8 type engines mass manufacturing was launched. Ford Motor Company was the first automobile manufacturing company that managed to construct monolithic 8-cylinder block while its main competitors performed that after many years. By the time Ford cars given their reliable engines became favorites of practical Americans. The Company established new assembly factory in ...
Cologne.

Initiated in 1938 Mercury automobile make gained considerable success. Formally the company was ruled by Edsel Ford but his authority was incomparable to his father’s. In fact, this period till the WW II start known in Ford history as stagnation. During the war the company was activated and loaded by military demands.

Between 1942 and 1947 passenger cars manufacturing was sharply stopped as Ford Company invested its efforts to military purposes. Enormous military production program initiated by Edsel Ford entailed in assembling 8 600 V-24 Liberator four-engine bombers, 57 000 engines for air-crafts and over 250 000 tanks, anti-tank mount added by other military machinery within less than 3 years.

Modern BMW: History of Triumph

Essential step in BMW history came in 1994 the purchase at $2.3 billion of German marques of Rover Group as well as of Britain-scale biggest factory producing cars of Rover, land Rover and MG. With that deal BMW gained necessary experience and examples of midget and off-roader class models.

1995 became the reference point of including airbag for front passenger and engine anti-theft blocking system to all BMW model as default. In March, 1995 BMW launched famous Touring 3-series version. This car stood out not just for up-to-date exterior design but for completely innovative maintenance, in particular it was the first example in car manufacturing history when the model’s chassis was made of aluminum.

Again in 1995 BMW unveiled new 5-series which had been developed under the concept of harmony: new 5-series was excelling in both – stylish design and advanced technologies engaged. New materials used in the model manufacturing enabled to increase utilization rate up to 85%. At the same time exclusively rigid body of 5-series provided for high safety level.

In 1996 debuted BMW Z3 – the first sportive BMW equipped with diesel engine. It was a genuine synthesis of dynamics and classical design making that model purely excellent. Additional popularity BMW Z3 obtained due to “Golden Eye” film with James Bond agent and Z3 cast. As a result Z3 became a bestseller and orders overloaded BMW factory in Spartanburg (USA, South Caroline).

In 1997 BMW history was marked by motorcycle R1200 C model issuing – the model that as its contemporaries assured could not leave untouched. This motorcycle brought principally new interpretation due to sensational design combining traditional elements with futuristic ones, as well as to the biggest in cubic displacement ever constructed BMW opposite engine (1170 cc and 61 h/p). In 1997 BMW also introduced one more dream-car – M Roadster which the best way was embodying pure-blooded sportive car.

The spring of 1998 in BMW history brought 5th generation of popular 3-series sedans. Refined in many aspects new BMW 3-serie offered not modern exterior only but ultra innovative engines as well, high auto suspension technological features and highest safety level in its class.

Early in 1999 BMW constructed X5 model – the first Sports Activity Vehicle (SUV) model I the world. BMW X5 owing to elegancy and practicality set new car mobility standard.

Another victory in BMW history connected with Z8 model construction in 1999. This sportive car delighted all car specialists and enthusiasts.
In 1999 BMW surprised the auto world by introduction to Frankfurt International Motor Show its concept Z9 Gran Tourismo.

Nowadays BMW Company that started its history from a small factory manufacturing air-craft motors owns 5 plants in Germany and 12 ...

throughout the world. In fact, BMW is one of few car manufacturing companies that does not use robots in automobiles assembling procedure – all BMW cars are hand made while computers are entrusted just perform final diagnostics of cars assembled.

70s Volvo History

After fourteen years of manufacturing, when Volvo history had been numbered 667,323 cars, Volvo Amazon production was phased out at the beginning of the summer. The Volvo Amazon was the best example of Volvo philosophy, consisting of production reliability, capability to be improved; Volvo Amazon was the car which could be produced during the years ahead and would have made an important contribution to safety and quality development. The changes, made by the 1970 and Volvo 140 were insignificant – a new grille design with a diagonal stripe. During the year Volvo passed the 2 million car point in production.

1971

In Volvo history this was the year of new sales stepping up. Sales rate rose for the 20th year, during this year 214,000 automobiles has been produced. Volvo became a giant in motor-car construction in Scandinavia; in the UK sales stepped up almost by 50%.

The Volvo 164 E was introduced as the most powerful automobile among the all cars that had been produced before. The engine had electronic injection and produced 175h/p. The new 1800 version was presented in 1971. Emphatic, impetuous, elongated side-view underlined the sports nature that even had, in addition, a large luggage compartment. The model was known as the 1800 ES.

1972

“We need the addition of a small car” – was a frequent response of Volvo’s dealers. That was the Volvo’s main reason for purchasing 33% of the shares in DAF in Holland marking essential step in company history. Another reason was that Volvo wanted strongly to strengthen its position in the EU. In 1972 Volvo presented the VESC (Volvo Experimental Safety Car).

An experimental car and being faced the future at the same time. The VESC was a virtually mobile lab, in which various rise-of-safety components such as brakes anti-skid, airbags, and telescopic bumpers has been developed and tested. A rich experience, acquired from the VESC, was applied later to the 240/260 series. In 1972 VTC, the Volvo Technical Centre, was established.

1973

Production was in full swing when the first dark clouds of an oil crisis appeared on the horizon. This year production was at top level for the whole Volvo history. The USA became the largest marketing outlets followed by Sweden. Nobody could surmise that an international economic recession was just round the corner. A large bumper was installed to the models of that year as the US standards required. However, interior was subjected to the most essential modifications. They included new dashboard, on which the most important equipment was grouped in front of the driver. The steering wheel became smaller and a rectangular safety cushion appeared in the middle.

1974

A new generation of Volvo cars was announced: the Volvo 240 was available in six ...
various versions and Volvo 260 in two versions. These models had new front that came from the experimental the VESC model. Dashboard was also changed. The role of 240th series became even significant I Volvo history after the model attained new B21 engine.

The 260 series also was equipped with a new engine, the B27. This new six-cylinder engine was the first offspring resulting from the Volvo’s joint venture with Renault and Peugeot for the automobile engine development. The joint venture was established in 1971. The 240/260 series production took Volvo to a leading position among the world’s automobile producers in the terms of safety.

The new Volvo’s car plant in Kalmar had been finished by the 8th February. It had an unusual design and it looked like a star among the other car plants. This car plant caught a lot of attention thanks to its fundamentally new production process in Volvo history engaging automatic transport baskets of the car bodies and working procedure rearrangement that was managed by a small teams or workers.


1975


In 1975 there were presented more two new models joined company model line-up: Volvo 265 and Volvo 66. The 265 model was an exclusive estate that provided ride comfort with a six-cylinder engine. The Volvo 66 finally gave Volvo to vent to a small cars market. The 66 model was a development of the DAF 66, a comfortable urban car that was equipped with a variator type of hydro transmission. It was produced in Holland at

DAF plant, which was renamed to Volvo Car B.V. The Swedish Automobile Association rewarded Volvo with a golden medal for the safety equipment as a day lights and the main brake cylinder structure featuring essential event in Volvo history.

1976

The US National Highway Traffic Safety Administration (NHTSA) acquired several Volvo 240 model automobiles that were used to set the safety standards, which all new cars had to comply with when entering the US car market. In Volvo 343 model from Holland came as another note on Volvo history. This was the car completely developed from nothing at the Volvo Car B.V plant. The Volvo 343 was intended to conquer the new but growing intensively market for mid-class cars. The first model was equipped with 1.4 engine and variator type of hydro transmission. Despite its exterior dimensions, there was enough free inner space available. A big rear luggage compartment of this hatchback, a powerful De Dion single-spring rear suspension system and folding seats made this car very efficient.

Primarily this model was not widely recognized (because of inexpressive guise), but after some modifications, the 340th series along with the 240/260 series became company’s best-selling model in Volvo history during the 1970’s and 80’s. In Sweden Volvo introduced a new type of the ...
service warranty - VSG – which protected the clients from sudden expenses in conjunction with after-sales service or repairs during the first three years of a car’s life.

Volvo introduced for the first time in the world (in California, the USA) a three-stage catalytic converter with a Lambda probe marking one more vivid achievement in Volvo history. This equipment reduced exhaust emission approximately by 90%.

1977

Volvo celebrated its 50th jubilee with the 240th Special model production. This car was available in silver metallic with black and gold decorative molding. During this year Volvo also presented the Volvo 262 Coupe. In fact, 262 occurred real zest in Volvo automobiles history.

This was an extremely exclusive model that was built using elaborations of the Italian designer Bertone. The seats were made of leather and the car was equipped with air-conditioner, electronic window raiser, rear-view mirrors and an acoustic system. The engine was the same as in the 260th models, V6 140hp B27 model engine.

At the same time suppositional merger between Volvo and Saab-Scania was the most discussed event of the year within auto industry circles. But subsequently Volvo refused this idea, as the Saab-Scania management was not interested in it.

1978

Since the beginning of the 1970’s Volvo’s car operations became more independent as far. One more step in this direction was undertaken by Volvo Cars reorganization into the daughter enterprise, the Volvo Cars Corporation, with Hekan Frisinger as president. For the first time car sales passed 10,000 SEK mark and accounted for about 54% of the Volvo Group’s total turnover.

The number of interior improvements, new versions and even better driving characteristics in the models of 1979 were introduced proving the initial company approach demonstrated throughout the whole course of Volvo history. In 1978 Volvo 343 model was issued with manual transmission.

A great technical innovation in Volvo history occurred six-cylinder diesel engine that was put on manufacturing in 1979. It was later joined by a five-cylinder diesel engine. In 1978 Volvo management propounded a proposal to establish a joint venture with Norway. But most Volvo shareholders had not encouraged this idea and Volvo management decided not to make a crucial move in its history.

1979

During the year Volvo stepped up the car production almost by 25% and sold more than 310,000 automobiles. The four-millionth car in Volvo history was among them. Volvo has covenanted for co-operation, construction and product development with French Renault.

The Engines resulting from joint Volvo-Renault venture had been installed onещ 340/360 series and later on the 440/60 series. During some years Renault was a principal shareholder in Volvo Car Corporation. The 1980th car models were presented in august and ...
attained excellent reception by car market.

In addition to the Volvo six-cylinder diesel engine, the new Volvo 240th series were replenished by the GLT with a 140hp 4-cylinder engine. Within the 340 series a five-door hatchback – the Volvo 345 with a 70hp engine was introduced. After a decade of problems in Volvo history the company elaborated a strategy of aggressive production development for the 1980s.

Company First Steps in Jaguar History


Soon it came the time in Jaguar history when William Lyons was no more content to merely build bodies on other people's chassis. This constrained his creative desires and equally restricted him to products which were stolid rather than sporting.

If Lyons and Walmsley were to throw off these shackles, they needed to create their own chassis to suit their ends. However, the industry was littered with failures and Lyons determined that a cautious approach was reasonable. Subsequently, he arranged for the Standard Motor Company to create a chassis to Swallow's design but equipped with Standard engines. The outcome was SS model - new car that's going to thrill the hearts of the motoring public and the trade alike. It's seemed to be something utterly new, better!'

Thus announced SS I and SS II Coupes were accordingly introduced to the 1931 London Motor Show; and in fact those models caused a sensation, played important role in company history. The body was designed ultra low and the bonnet outrageously long. SS model possessed genuinely the £1,000 look, while was priced at a very modest £310, highlighting Lyons' unique ability to offer remarkable value for money.

Lyons was almost keen about making his cars as low as possible and did his best to stick to his principle. Lyons managed to achieve this long, low, sporting appearance by moving the engine further back in the chassis; subsequently this became normal practice and by mounting the road springs alongside as well. The SS II, which appeared alongside and was inevitably over-shadowed by the gloss of SS I, was simply a smaller version basic model. Soon after the unveling of the new SS models the company decided to issue the larger 2552cc 20 hp Standard engine; For 1933 a number of revisions were introduced to make the larger car a little more practical.

Lengthening the wheelbase by seven inches and widening the track by two, allowed two passengers to be carried in the rear.

In July 1933 the company history was marked by SS I Tourer coming up which joined SS I Coupe, and apart from being the first open SS model; the significance of the Tourers was that they were the first to claim serious competition. A team of three Tourers was introduced in the 1933 Alpine Trial in mainland Europe and the following couple of years they enhanced the SS name very considerably given they took the team prize in this particular tough event.

The little SS II was considerably improved in late 1933 when it was given its own purpose-designed chassis which made a wheelsbase more than a foot longer. The front wings were adapted to conform to the new style and conditions of the larger model.

Also, following the form of the SS I, Saloon and Tourer models of the SS II were introduced. For 1934 a new saloon was added to the model line-up known as a four light or four windows saloon. The new Saloon ...
model was rather less flamboyant and rather more practical as now the rear seat passengers could now see out!

William Walmsley, who did not share his partner's driving ambitions and was becoming more uninterested in their joint enterprise. Meanwhile Lyons now turned his attention to improving the mechanical integrity of the cars. First he turned to Harry Weslake, a distinguished engineering specialist adept at cylinder head design.

Then he founded an Engineering Department and appointed a young William Heynes to be his Chief Engineer. Remarkably that Heynes was to play a major role in Jaguar history of the next 35 years.

Soon this entailed in Jaguar model range broadening by the SS I Airline Saloon in 1935. Its design was not that Lyons’s original but the shape was fashionable for the time and sold well.

In march 1935 new model was issued - SS I Drophead Coupe. In exterior it was badly resembling the Coupe but with whole hood folded away under a hinged cover on the luggage locker resulted in a most pleasing appearance. This was another creature of Weslake and Heynes' joint energies marked another evolutional step in jahuar history.

Still later a very stylish sports car was introduced known as the SS 90. Jaguar SS 90 was equipped with 2.7 litre side-valve engine while the performance once again did not quite conform to the car's dramatic appearance.

Automobile Invention

Can you imagine your life or human civilization on the whole without automobile – very scarcely. And do you know what was the cradle of modern automobile and its roots?...

The whole automobile history began when wheel was invented. It relates approximately to 3500 B.C. to the region of Mesopotamia.

It’s natural that man always dreamed of moving quicker spending on it less energy. As a result there is a lot of fairy tales of the magic-carpet and seven-league boots. In that ancient times man knew only going on foot, sailing, riding a horse and scrappers-moving.

Remarkably the first wheels invented bear the features of modern ones: they were made of segments and in the form of grating for making the weight lighter that finally lead to spokes and center boss invention.


Historically the first transport mean was one-axle bullock cart with draught oxen. Then after they were removed for horses chariot appeared. It was of considerable diverse: for 2 and more seats, 2- and 4-wheel, open and with canopy, simply and luxury. Chariots were used for solemn equipages, competitions, harvest transportation and as mobile lodging. So one can see that chariots in their functionality were the same as modern vehicles. Their structure included freely spitted wheels on static axle. The wheel diameter was 1.5-2m. to make the chariots more fast-speed and passable. But the Roman Empire dissolution suspended all the further transport improvements for about 1000 years. The only thing that was made – front axle became turning.

In XV the carriage body was first suspended on the belts and was the birthday of the coach. Masters soon started to finish them with leather? Glass and even bed-seats though they were rather inconvenient.

Parallel to horse-carriage improvement in XV century first self-moving vehicle projects appeared. Leonardo da Vinci suggested a vehicle that was droved by the bypassing or sitting in it people. Then German artist A. Dourer designed the ever first full-drive vehicle. Another invention was made by Russian Leonty Shamshurenkov – it is “auto-running carriage” with distance counter. Ivan Kulibin (1735-1818) also made very important invention: 3-wheel pedal-cycle droved by one person. The traction from pedals was transmitted via control-rod to cog-wheel on the axle. The vehicle had free wheeling like modern bicycle but the speed on the cobblestone road was just 10 km/h. The advantage of this invention is its steering drive very like the modern of automobiles.

F. Dries from Germany found it easier to make a push-cycle. A driver sitting on the vehicle was to push the ground to move ahead. The max speed the driver could make move it was still just 15 km/h but the vehicle was very manoeuvrable.
But the most important inventions were made in the end of XIX century: ...

About Bike Share Programs

History

The story of Bike-Share systems is an evolutionary one. Beginning as a humble collection of bikes congregated for the public use, these programs have become complex, multifaceted mechanisms of public mass transport. The first Bike Share program was launched in 1968 in Amsterdam, the Netherlands. This system known as “White Bikes” was initiated by a resident with assistance from local administration. Another program was soon attempted in Milan, Italy. However, these primitive systems were plagued by theft and vandalism. Many donated bicycles were kept (instead of returned to public spaces) or thrown into canals. These programs had no sense of reliability or user accountability. This “first generation” of Bike Share program was also attempted in the United States decades later; beginning in the 1990s, Portland, OR, Minneapolis, MN, Boulder, CO, and Princeton, NJ. One organizer noted, “We’ll usually set several hundred recycled bikes in early summer. By the end, there are very few left.” Over time, these programs needed to modify their practices to remain active.

A “second generation” system was marked in 1995 by the launching of a Bike Share program in Copenhagen, Denmark. Founded by Niels and Wilhelm Christiansen with 1100 bikes, the program was the first to involve strategically placed hubs, each with a map of the system, with coin-operated locking mechanisms. This required the user to deposit money to remove the bike, and then return it to the same place to retrieve it. This program still had a significant amount of theft because of the relatively small amount of money deposited to release a bike. The Copenhagen program attempted to counteract theft by using bikes that looked different, required special tools to disassemble, and had incompatible parts with traditional bikes. The custom-made bikes were designed for durability and comfort, not speed (they had solid rubber tires to counter the risk of flat tires) as well as an adjustable seat post with a stopper. Despite some problems, the Copenhagen program is still active.

With the increased sophistication and commercialization of bicycle programs, a “third generation” system evolved that dealt better with security and funding problems that troubled earlier programs. Known as bike libraries, these systems operated much like their literary counterparts. With a magnetic stripe card, program members check out a bike at hubs distributed around an urban area. This was the first iteration of bike programs to involve the recording of personal information. Recently, European-based companies Adshel and Depo have created entire bike-share system offerings to municipalities in which they donate and operate the hardware for the system in return for advertising rights and a large chunk of the profits. Although seen as a complement to public transit, few previous Bike Share programs centered around integration with other transit services.

The “fourth generation,” systems which are still in planning include programs in three Washington, D.C. area cities: Annapolis, MD, Alexandria, VA, and Arlington, VA. These communities are planning on integrating community bike share programs with the SmarTrip card offered by the WMATA (DC Metro), used for subway and bus transportation.


Case for Bike Share

Bike Share programs are attractive for three reasons. These systems complement more common forms of public transit, private vehicular transportation, and pedestrian activity in increasing access and mobility. Also, such programs are a part of a necessary shift away from dependency on fossil fuels for transportation and towards more sustainable solutions. Bike sharing can also be an innovative way of promoting exercise without requiring significant lifestyle changes.

Mobility is the ability freely move about in a given space. In terms of human transportation, motorized vehicles (public transit and private vehicles) provide increased mobility over longer distances than non-motorized transportation (bicycles and walking), while the opposite is true for shorter distances. This is complicated by increasing congestion in urban America due to car ownership outstripping population growth and vehicular facilities construction. Access, conversely is the ability to actually reach a destination. The goal therefore of Bike Share programs in urbanized areas is to sustain public access for a broad community in an increasingly congested environment by bridging the gap between distances best served by vehicular and foot transportation. Bicycles provide on-demand transport that allows the user to reach locations not easily or efficiently accessible by other forms of transportation. In urban environments, bikes are often the best way to move around, especially if you are short on time and money.

A second consideration in the case for Bike Share programs is the role they take in promoting sustainable energy use and improving the quality of urban life. Vehicular transportation is a significant source of greenhouse gas emissions. With increased rates of car ownership common around the world and decreasing levels of fuel efficiency (especially in the United States), there are greater threats to the preservation of current standards of living. Sustainability is a complex, multi-disciplinary challenge that strives to reconcile rapid growth with limited resources. A decreased dependence on private vehicular modes of transportation is integral to “Smart Growth” plans and transit-oriented development, two goals of modern urban planning. Exercise plays a critical role in health and stress management. Bike Share programs allow people to efficiently integrate exercise into people’s lives while they commute to work or out to eat. Daily bike use is a refreshing alternative to the generally sedentary modern lifestyle.

Cost and benefits of usage

Main article: Economics of automobile usage

The costs of automobile usage, which may include the cost of: acquiring the vehicle, repairs, maintenance, fuel, depreciation, parking fees, tire replacement, taxes and insurance,[28] are weighed against the cost of the alternatives, and the value of the benefits - perceived and real - of vehicle usage. The benefits may include on-demand transportation, mobility, independence and convenience.[6]