A historical study commissioned by Audi to examine its corporate predecessors’ ties to the Nazi regime has revealed that Auto Union had exploited at least 20,000 slave laborers and held “moral responsibility” for the deaths of about 4,500 inmates of the Flossenbürg concentration camp who worked at a sub-camp operated for Audi in Leitmeritz, Bavaria. They died and were murdered while slaving for the German automaker. Audi expressed “shock” at the news and said that it is going to be revising company publicity materials about one of its founders, Dr. Richard Bruhn, who was revealed by the study to have close ties to the Nazi leadership. The company also said that it will consider compensating victims. Bruhn, considered the “Father of the Auto Union” was found to have exploited slave labor on a massive scale while serving the Nazi war effort.
A couple of my recent posts on the Lotus Cortina and Ford GT40 covered cars that were part of Henry Ford II’s effort to dominate motorsports in the 1960s. Ford Motor Company’s racing history in fact predates the company. Founder Henry Ford’s “Sweepstakes” car’s 1901 victory, with Ford at the wheel, made it possible for him to stay in the automobile business after the failure of the Detroit Automobile Co. Though racing helped create the foundation for the Ford company, Henry Ford II’s racing efforts in the 1960 actually represented a return to motorsports decades after his grandfather, embarrassed by a very public racing failure, withdrew FoMoCo’s official support for racing. Since that failure took place at the Indianapolis 500 race, and since “the greatest spectacle in racing” is taking place this weekend, it’s an appropriate time to take a look at the front wheel drive Miller flathead Fords of 1935. The cars’ creation involves three of the 20th century’s most fascinating automotive personages and I also happen to think they’re some of the most beautiful cars that ever raced. Read More >
TTAC contributor Abraham Drimmer has a fine piece over at Road & Track about his favorite cars that resulted from collaborations between Lotus and other, usually much larger, automobile manufacturers. Each of Abe’s five choices are worthy of note in their own way: the Isuzu Impulse, the C4 Corvette ZR-1, the Lotus Sunbeam, the Lotus Carlton, and the DeLorean DMC-12, but Mr. Drimmer is a relative youngun, so I wasn’t surprised that left off of his R&T list was the original ‘tuned by Lotus but sold by another company’ car. It’s the Lotus tuned car that Lotus purists are most likely consider to be a genuine Lotus and not an Isuzu, Chevy, Chrysler, Vauxhall or DeLorean. In some cases it fetches prices north of its contemporary Elans. It has a pedigree that includes some of the greatest luminaries of British motordom and it helped to establish the foundation of a relationship that would eventually revolutionize motorsports. According to Lotus’ factory nomenclature, it’s a Type 28, according to the sales brochures it was the Ford Cortina Lotus and according to just about everybody else who knows about it, it’s called the Lotus Cortina. Read More >
Earlier this week TTAC ran an insightful post by Abraham Drimmer on the history of autonomous cars that featured a promotional film about General Motors’ Futurama exhibit at the 1939 New York World’s Fair. That film was produced by the Jam Handy Organization, the Detroit based motion picture studio famous for its educational film strips and promotional films. GM executives must have liked the “ama” suffix because a few years later in the 1950s they used it to name their annual touring display of concept and show cars the “Motorama”. Just as the Futurama gave Americans a look at the highways of the future, in its day, Motorama became synonymous with cars of the future. Perhaps that’s why Chevrolet decided to use the word “Motoramic” to describe their all new 1955 models and again hired the Jam Handy studio to promote them. Read More >
Imagine Detroit at its height, enormous factories and mile-long production lines running day and night, a roiling, churning symphony of man and machine where thousands of workers joined together parts, large and small, from a myriad of sources into single, working vehicle. Although I have toured modern factories in Japan, meticulously clean facilities where technicians in spotless coveralls only complete the tasks that robots cannot, I view the old factories, places like Rouge River that were built in in the first part of the last century, with a special sort of awe. The entirety of what went on there is, to me, unknowable and, like the great pyramids, all that is left of the human toil is the end product. That’s why, when some small piece of history, some bi-product of that mysterious past, catches my attention, I stop and look.
Fifty years ago this week, the first Ford Mustang went on sale. While Lee Iacocca is considered by many to be the father of the Mustang, the simple reality is that without the approval of Henry Ford II, the chief executive at Ford, the Mustang would never have happened. That took some doing. After American Motors had shown the viability of compact cars, in 1960, Ford introduced the Falcon, Chevrolet introduced the Corvair, and Pontiac brought out the original, compact, Tempest. When GM introduced the sportier Monza versions of the Corvair, Iacocca, who by then was a Ford corporate VP and general manager of the Ford division, wanted something to compete with it. Henry Ford II, aka “Hank the Deuce”, had to be convinced to spend money on the project, just a few short years after FoMoCo took a serious financial hit when the Edsel brand did not have a successful launch. Iacocca, one of the great salesmen, not only sold his boss on the concept of the Mustang, the Deuce came to love the pony car so much he had a very special one made just for himself. Read More >
Just as “mid century” furnishings have become marketable antiques, you can be sure that “jet age” artifacts will also soon become collectible, if they aren’t already so. They certainly are in the car community. The Concours of America featured jet age station wagons in 2012 and jet age convertibles last year. The influence of aircraft design on American automotive styling is well known, dating to before the actual jet age. Read More >
For a man who once ran the fourth biggest car company in France, behind Citroën, Renault and Peugeot, an automobile manufacturer who produced motorcars designed by Ettore Bugatti and others in partnership with Henry Ford, Emile Mathis is relatively unknown today. Though he made many thousands of cars, ironically he’s better known today because of a car of his that never got to production. Read More >
Just like yesterday night, April 7th, it was raining in Detroit on the night of April 7,1947. There was extensive flooding on the Rouge River and 83 year old Henry Ford had spent part of the day at he beloved Greenfield Village, making sure that it was not damaged. The next day he was planning on touring Ford facilities in southeastern Michigan to see how the flood had affected his factories. After returning to Fair Lane, the estate that Henry and Clara built on the Rouge, the two had dinner by candlelight, as the flood had also knocked out the estate’s powerhouse. That must have been a disappointment to Henry, as his primary interest seems to have been power. Before his automotive ventures, Ford was chief operating engineer of the Edison Illuminating Co. of Detroit. Read More >
One of these cars is not like the other. A while back I wrote about the replica Duesenberg Murphy Roadster that former GM designer Steve Pasteiner’s Advanced Automotive Technologies fabricated for someone who owned a real Duesenberg. The person who commissioned the replica wanted to be able to drive in that style without risking damage or deterioration to a seriously expensive classic car (though the replica undoubtedly cost into six figures to build). Before I provide a link to that post, though, I want you to agree not to link over there until you’ve finished reading this one because I’m going to give you a test. Read More >