The Expanded and Annotated My Life and Work

parts so simple and so inexpensive that the menace of expensive hand repair 
work would be entirely eliminated. The parts could be made so cheaply that it 
would be less expensive to buy new ones than to have old ones repaired. They 
could be carried in hardware shops just as nails or bolts are carried. I thought 
that it was up to me as the designer to make the car so completely simple that 
no one could fail to understand it.
That works both ways and applies to everything. The less complex an arti-
cle, the easier it is to make, the cheaper it may be sold, and therefore the 
greater number may be sold.
It is not necessary to go into the technical details of the construction but 
perhaps this is as good a place as any to review the various models, because 
“Model T” was the last of the models and the policy which it brought about 
took this business out of the ordinary line of business. Application of the 
same idea would take any business out of the ordinary run.
I designed eight models in all before “Model T.” They were: “Model A,” 
“Model B,” “Model C,” “Model F,” “Model N,” “Model R,” “Model S,” and 
“Model K.” Of these, Models “A,” “C,” and “F” had two-cylinder opposed 
horizontal motors. In “Model A” the motor was at the rear of the driver’s 
seat. In all of the other models it was in a hood in front. Models “B,” “N,” 
“R,” and “S” had motors of the four-cylinder vertical type. “Model K” had 
six cylinders. “Model A” developed eight horsepower. “Model B” developed 
twenty-four horsepower with a 4-1/2-inch cylinder and a 5-inch stroke. The 
highest horsepower was in “Model K,” the six-cylinder car, which developed 

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52  •  The Expanded and Annotated My Life and Work
forty horsepower. The largest cylinders were those of “Model B.” The smallest 
were in Models “N,” “R,” and “S” which were 3-3/4 inches in diameter with a 
3-3/8-inch stroke. “Model T” has a 3-3/4-inch cylinder with a 4-inch stroke. 
The ignition was by dry batteries in all excepting “Model B,” which had stor-
age batteries, and in “Model K” which had both battery and magneto. In 
the present model, the magneto is a part of the power plant and is built in. 
The clutch in the first four models was of the cone type; in the last four and 
in the present model, of the multiple disc type. The transmission in all of the 
cars has been planetary. “Model A” had a chain drive. “Model B” had a shaft 
drive. The next two models had chain drives. Since then all of the cars have 
had shaft drives. “Model A” had a 72-inch wheel base. Model “B,” which was 
an extremely good car, had 92 inches. “Model K” had 120 inches. “Model C” 
had 78 inches. The others had 84 inches, and the present car has 100 inches. 
In the first five models all of the equipment was extra. The next three were 
sold with a partial equipment. The present car is sold with full equipment. 
Model “A” weighed 1,250 pounds. The lightest cars were Models “N” and “R.” 
They weighed 1,050 pounds, but they were both runabouts. The heaviest car 
was the six-cylinder, which weighed 2,000 pounds. The present car weighs 
1,200 lbs.
The “Model T” had practically no features which were not contained in 
some one or other of the previous models. Every detail had been fully tested 
in practice. There was no guessing as to whether or not it would be a success-
ful model. It had to be. There was no way it could escape being so, for it had 
not been made in a day. It contained all that I was then able to put into a 
motor car plus the material, which for the first time I was able to obtain. We 
put out “Model T” for the season 1908–1909.
The company was then five years old. The original factory space had 
been 28 acre[s]. We had employed an average of 311 people in the first year, 
built 1,708 cars, and had one branch house. In 1908, the factory space had 
increased to 2.65 acres and we owned the building. The average number 
of employees had increased to 1,908. We built 6,181 cars and had fourteen 
branch houses. It was a prosperous business.
During the season 1908-1909 we continued to make Models “R” and “S,” 
four-cylinder runabouts and roadsters, the models that had previously been 
so successful, and which sold at $700 and $750. But “Model T” swept them 
right out. We sold 10,607 cars—a larger number than any manufacturer had 
ever sold. The price for the touring car was $850. On the same chassis we 
mounted a town car at $1,000, a roadster at $825, a coupe at $950, and a 
landaulet at $950.

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The Secret of Manufacturing and Serving  •  53