No Driving Gloves

Episode 280s McNamara's Impact on Ford

In 1946, as Henry Ford II grappled with the chaos his grandfather had left behind, the company lost a staggering $85 million (about $1.4 Billion today) within eight months. Enter Robert S. McNamara, the brightest star among the Whiz Kids – a group of ten highly educated and ambitious men who had worked together in the U.S. Army's Air Force. Together, they breathed new life into Ford Motor Company.

Did Henry Ford II seek the brilliance of General Motors' Alfred P. Sloan when he named Robert S. McNamara as president of Ford Motor Company? As GM's dominance grew in the 1920s and '30s, Ford aspired to surpass them. McNamara, a non-Ford family member, infused modernity into the company like an invigorating breath of fresh air. However, while Sloan sculpted the contemporary automotive corporation, McNamara embodied a sterile, numbers-driven manager.

Both Sloan and McNamara were modern managers; however, McNamara was cold and distant—a bean counter who prioritized statistical analysis over product innovation.

As Ford's fortunes were resurrected, Henry Ford II savored an additional triumph – in 1957, Ford outsold Chevrolet for the first time in over two decades. Observers noted McNamara's quick adaptability and his establishment of robust financial controls but struggled to pinpoint a lasting legacy.

McNamara's ascent to Ford's presidency symbolized the rise of the modern manager, but would he be considered for such a position today? Doubtful. The legendary Robert Lutz should remind us that product reigns supreme. Today, bringing in someone without strong industry experience is risky.

In 1960, McNamara retired from Ford, less than a month after becoming President, to accept President John F. Kennedy's invitation to serve as Secretary of Defense. He remained in this post after Kennedy's death to support President Lyndon B. Johnson during the tumultuous Vietnam War era. Through war and peace, Robert S. McNamara's sharp intellect and sense of fiscal responsibility helped preserve Ford Motor Company during a time of crisis.

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#cars #car #collectorcars oldcars #cartalk #electriccars #ev #hotrod #carhistory #automotivehistory #automobile #thisdayinautomotivehistory #thisdayinhistory #classiccars #sloan #fordfalcon #secertaryofdefense #NaPodPoMo

The Polish Prince's Victory Lap

On November 6, 1988, the air at Phoenix International Raceway crackled with excitement as Alan Kulwicki, the Polish Prince, tasted victory in his first NASCAR Winston Cup race. Adrenaline coursed through his veins like wildfire, fueling his daring decision to steer his car against the tide of the inaugural Checker 500. This bold act on that fateful autumn day breathed life into the now-famous Polish Victory Lap.

A celebrated tradition in the world of auto racing, the Polish Victory Lap sees the triumphant driver defying convention and speeding around the track in reverse, checkered flag proudly waving like a battle standard outside their window. Kulwicki's Polish heritage lent itself to both his nickname and this unique celebration of victory.

Kulwicki not only created that unforgettable victory dance, According to NASCAR lore, prior to the 1992 Hooters 500 (the final race of the season), Kulwicki got permission from Ford to change the "Thunderbird" lettering on his bumper to "Underbird," because he considered his team to be an underdog in the championship race. Despite breaking the first gear in his transmission during his first pit stop, Kulwicki employed a brilliant fuel-saving plan that helped him finish second in the race. With the great finish, Kulwicki capped off a six-race string that allowed him to overcome a 278-point deficit to capture the Winston Cup and made the Underbird part of NASCAR history.

Tragically, in 1993, a light aircraft accident snatched Kulwicki away from the racing world. Though he never got to defend his 1992 Winston Cup Championship, his legacy as a successful NASCAR driver—including earning Rookie of the Year in 1986—remains immortalized through the exhilarating ritual of the Polish Victory Lap.

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The Hupp Motor Company, a serious carmaker with a whimsical name, emerged from the ambition of Robert Craig Hupp. Born in Grand Rapids and raised in Detroit, Hupp's journey began at Olds Motor Works and continued at Ford Motor Company, where he honed his skills on the Model K.

Leaving Ford in 1907, Hupp set out to create a lightweight car tailored for American roads. With funds from J. Walter Drake, Joseph R. Drake, and John E. Baker, the Hupp Motor Car Company was born in 1908. As capital dwindled, Charles D. Hastings stepped in to finance a prototype for the upcoming Detroit Auto Show.

On a frigid night, snow drifting into their makeshift workspace, Hupp and Hastings feverishly completed their masterpiece: the two-seater Huppmobile Model 20. At its debut on February 15, 1909, the car garnered enough interest and $50 deposits to raise $25,000 and propel the company into production.

From rented factories to larger facilities, production soared from 1,618 cars in 1909 to 12,543 by 1913. The Huppmobile's reputation for affordability and reliability led to its selection as Detroit's first police cars.

A bold marketing stunt saw three men drive a Huppmobile around the world from November 10, 1910 to January 24, 1912. The 49,000-mile journey captured imaginations worldwide and solidified the Huppmobile as a global export. This heroic journey was covered in the book "Three Men in a Hupp: Around the World by Automobile, 1910-1912" by James A. Ward, link in the show notes.

However, two critical factors hampered success. First, Hupp ceased production of their lightweight model; secondly, he sold his stock and left his company in September 1911 due to differing visions.

Hupp started other car ventures without achieving similar success; most notably the Hupp Yates Electric Car Company with his brother Lewis. After legal disputes and rebranding to RCH Company, Hupp eventually joined Monarch Motor Car Company. By 1920, electric cars had lost popularity, and the RCH Hupp Yates was discontinued.

Meanwhile, the Hupp Motor Car Company continued to expand its operations, creating a legacy that would endure for over three decades.

The automaker's sales swelled like a tidal wave; from 15,000 units in 1921 to a staggering 65,000 by 1928. In a bid to capture the founder's magic, Hump Motor launched a cross-country odyssey on August 28, 1916. The Humpmobile Model N danced through all 48 state capitals, traversing 18,430 miles over four months.

Robert Hupp's flame was extinguished on December 7, 1931, at age 55. Only to prove Bobby right, the company forged ahead into luxury, only to crumble under the weight of bankruptcy on November 1, 1940. Sales peaked in 1928 but quickly plummeted to around 17,500 in 1931.

Resurrected as Hupp Incorporated in 1941, the company shifted its focus from cars to air conditioning and heating units. The old Hupp facility passed through various hands until it was demolished in '80-'81, giving way to General Motors' Poletown plant.

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"Three Men in a Hupp: Around the World by Automobile, 1910-1912" by James A. Ward,

#cars #car #collectorcars #cartalk #carhistory #automotivehistory #automobile #thisdayinautomotivehistory #thisdayinhistory #classiccars #hupmobile #aaca #NaPosPoMo

The Survival of Swap Meets: We discuss the rumors surrounding the decline of automotive swap meets. While some argue that these events are dying, we uncover a different perspective. We shed light on successful management strategies, like the one employed by Carlisle, which have helped revive the interest and appeal of swap meets. It's a fascinating exploration of how these events have adapted to the changing times. 🔄

If you're a car enthusiast or simply curious about the world of automotive swap meets, this episode is a must-listen! 🎧 Share it with your friends who share the same passion, and let's keep the conversation going. Together, we can celebrate the rich history and exciting future of car culture. 🌟

Listen to the full episode on our podcast, No Driving Gloves, available on all major podcast platforms. 🎧 And don't forget to subscribe for more engaging discussions about cars, experience, knowledge, and controversy! 🚗💬

Enjoy the ride! 🏁

00:01:28 Swap meets are evolving, not dying.

00:07:24 Hershey swap meet attendance increased.

00:18:59 Swap meets need to adapt.

00:23:13 Inclusive approach needed for car enthusiasts.

00:32:36 Swap meets need to adapt.

00:34:29 Swap meets are evolving with car culture.

#NoDrivingGloves #PodcastEpisode #AutomotiveSwapMeets #CarCulture #CarEnthusiasts #EngagingDiscussions #SubscribeNow #EnjoyTheRide 🎧🚗💨

The 1940 Tacoma Narrows Bridge, a once-majestic suspension bridge, stretched across Washington State's Puget Sound like a steel spider's web. It served as a vital link between Tacoma and the Kitsap Peninsula. However, on November 7, 1940, the bridge succumbed to a deadly dance with gravity, collapsing into the watery depths below.

Dubbed "Galloping Gertie" by its builders, the bridge was known for its mysterious vertical undulations in the wind. Despite attempts to tame its movements, it met its demise in 40 mph winds that morning. The twisting motion grew increasingly violent until the deck tore apart, leaving only remnants of towers and cables as silent witnesses to the catastrophe.

The fallen bridge now lies beneath the waves as an artificial reef while its successor, built in 1950, stands proudly upon the original pedestals. This tragic collapse served as a catalyst for advancements in bridge aerodynamics and aeroelastics, shaping future suspension bridge designs.

As early as 1923, engineers like Joseph B. Strauss and David B. Steinman were consulted for ideas to connect Tacoma with the Kitsap Peninsula. However, funding challenges and disagreements on design approaches plagued the project from its inception.

The innovative design proposed by Leon Moisseiff ultimately won out over Clark Eldridge's conventional design due to cost savings and elegance. Moisseiff's theory of elastic distribution promised to absorb wind pressure and transmit energy to anchorages and towers. Unfortunately, this approach proved insufficient in preventing disaster.

The Tacoma Narrows Bridge collapse remains a cautionary tale for future generations of engineers and scientists alike – an unforgettable reminder that nature's forces can humble even our greatest creations.

On September 27, 1938, construction commenced on the Tacoma Narrows Bridge, a $6.4 million marvel stretching 2,800 feet as the world's third-longest suspension bridge. The slender structure, designed with only two lanes and a mere 39 feet in width, earned its nickname "Galloping Gerty" from the workers who witnessed her dance amid moderate winds.

Despite attempts to steady her rhythmic swaying - from anchoring cables to concrete blocks or installing hydraulic buffers - all efforts fell short. Professor Frederik Falkenhusen proposed drilling holes for airflow or adding deflector vanes for aerodynamics, but fate intervened; the bridge collapsed five days after his recommendations.

Leonardo Coatsworth, the last driver on the trembling titan, recounted crawling on hands and knees towards safety while the bridge crumbled around him. His car and Tubby, his daughter's Cocker Spaniel, plunged into the abyss below - the sole fatality of this disaster.

Captured on film by camera shop owners Barney Elliott and Harboring Monroe, the Tacoma Narrows Bridge collapse now serves as a cautionary tale for engineering and architecture students worldwide.

Silent film, etched in monochrome, danced at mismatched tempos. Monroe's lens captured 24 frames per second, while Elliott's waltzed at a languid 16. The bridge's oscillations - a frantic ballet, pirouetting 50% faster than reality.

In 2019, a second reel surfaced - Arthur Leach's view from Gig Harbor's edge. A civil engineer and toll collector, he bore witness as the last soul to cross westward before the collapse. Determined, he halted others from stepping onto the disintegrating stage.

#cars #car #collectorcars oldcars #cartalk #carhistory #automotivehistory #automobile #thisdayinautomotivehistory #thisdayinhistory #classiccars #gigharbor #tacoma #NaPosPoMo

1918 Newberry-Ford Senatorial Showdown

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The 1918 Michigan senatorial race ignited national concern for regulating political campaign funds. Wealthy Republican industrialist Truman H. Newberry and Democratic automobile magnate Henry Ford clashed like titans. President Woodrow Wilson's favored candidate, Ford, ran in both the Republican and Democratic primaries.

Desperate to prevent Ford's sweeping victory, Newberry's team unleashed a torrent of ads and scathing accusations, painting Ford as a pacifist and anti-Semite. Consequently, Newberry claimed the Republican nomination while Ford secured the Democratic.

In November 1918, despite Ford's renowned status, Newberry triumphed in the general election, sparking outrage from citizens appalled by his campaign's lavish spending. Calls for his removal echoed throughout newspapers and among Republicans.

Newberry's troubles began even before his victory as allegations of excessive campaign expenses surfaced. The Senate Committee on Privileges and Elections investigated these claims alongside petitions from Henry Ford contesting the election results.

Although Newberry faced criminal charges for violating federal and state campaign laws, the Supreme Court overturned his conviction in 1921. However, his battles within the Senate persisted.

After recounting ballots and investigating fraud allegations, the majority of the Senate committee found no evidence of improper use of money and exonerated Newberry. Dissenting Democrats insisted he knew about excessive expenditures and argued for his removal.

Debates raged in the Senate chambers until January 1922, with opponents asserting that Newberry's massive spending could not have gone unnoticed. Progressive Senator George W. Norris warned of a Senate dominated by wealthy men if Newberry were cleared.

On January 12, 1922, the Senate condemned Newberry's excessive expenditures as harmful to its honor and dignity, yet voted 46 to 41 in favor of him as a duly elected Senator from Michigan. The vote divided along party lines, with independent and radical Republicans siding with Democrats against Newberry while regular Republicans supported him. This concluded the formal Senate action in the Newberry-Ford contest.

Henry Ford, relentless when angered, seemed unwilling to accept the decision. Faced with Ford's looming challenge and a shifting political landscape, Newberry resigned on November 18, 1922. He returned to his business in Michigan until his death in 1945.

The Newberry-Ford saga drew national attention to the power of wealthy candidates. Both enjoyed political benefits from their fortunes—Ford pursued his grievance in court when insulted by Newberry's campaign. Though a personal vendetta, Ford's success hinged on public support for progressive ideals seeking to eliminate financial corruption from politics.

The Supreme Court's ruling in Newberry v. United States weakened attempts to control federal campaign expenditures. In response, Congress passed the Federal Corrupt Practices Act in 1925. Despite these efforts, financial irregularities persisted in congressional campaigns for decades.

#ford #politics #election #cars #car #collectorcars oldcars #cartalk #electriccars #ev #hotrod #carhistory #classiccars #thisdayinhistory #thisdayinautomotivehistory #automobile #automotivehistory

It Takes Work To Be Lucky

Charlie Maxwell, a confidant and longtime employee of Harold Lemay, at a Lakewood Historical Society event, narrated tales of the man behind the Pierce County Refuse Company. From a single garbage truck in 1942, Lemay's empire swelled, becoming Washington's largest trash removal service and the 10th largest nationally. Yet, it was his fixation on vintage cars that brought Harold LeMay true fame.

Like a vine reaching for sunlight, his car collection burgeoned to over 3,000 vehicles, crowning him in the Guinness Book of World Records as the possessor of the largest privately owned automobile collection. When Harold passed in 2000, his wife Nancy and son Doug continued the family business and preserved the car collection while maintaining their annual August open house tradition – an event held at their, as Harold was called it, a three-story home with a 300-car garage.

In 2008, Waste Connections Incorporated bought Pierce County Refuse. Two years later, the Lemay Family Collection Foundation emerged as a non-profit corporation, welcoming visitors to explore its treasures at the former Marymount Military Academy in Spanaway. In June 2012, America's Car Museum sprouted in downtown Tacoma beside the iconic Tacoma Dome.

Harold E. LeMay's love for automobiles transcended all boundaries, capturing stories from countless individuals at his annual car show. His passion propelled him to purchase cars for their historical and cultural significance rather than as investments. He once remarked, "I don't go for just the dollar value of a car. If it's unusual, I like it." Dubbed "Lucky" in his youth, Harold adhered to his mantra: "It takes a lot of hard work to be lucky." And luck indeed followed him as he amassed an unparalleled collection.

Lucky's Garage stands as a tribute to Harold E. LeMay – an enduring exhibit at America's Car Museum. Meanwhile, the LeMay Family Collection at the Marymount Event Center continues to showcase over 500 vintage vehicles, primarily American-made cars, trucks, buses, fire engines, and motorcycles. This ever-growing collection, which began with Harold and Nancy LeMay, remains an emblem of their enduring legacy.

Unfortunately, Harold passed away on this day in 2000.

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#cars #car #collectorcars #oldcars #cartalk #electriccars #ev #hotrod #carhistory #automotivehistory #automobile #thisdayinautomotivehistory #thisdayinhistory #classiccars #napodpomo ##americascarmuseum #lemaycollection

First Grand Auto Show, 1900 Nov 3

On this day in 1900, the first modern automotive spectacle ignited Madison Square Garden in New York City. Though there had been other auto shows, it was the first colossal display, and the first endorsed by an automobile group, the Automobile Club of America. For a staggering $0.50 – roughly $18.50 today – guests marveled at over 66 exhibitors, presenting a mere 31 vehicles to over 10,000 awestruck attendees.

The week-long extravaganza, known as the Horseless Horse Show, showcased breathtaking feats of braking and acceleration. A specially crafted ramp exhibited the hill-climbing prowess of various automobiles. Among the highlights was Ransom E. Ohl's unveiling of his curved-dash runabout prototype, the first mass-produced car in the world. Between 1901 and 1907, it retailed for $650 – approximately $24,000 today.

Curiously, none of the automakers participating in this historic event have survived to this day.

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Minivans: Revolutionizing Family Transportation Nov 2

This month, we're trying something new for No Driving Gloves. It's part of National Podcasting Month or NAPODPOMO. The challenge is to create a daily podcast episode for 30 days. We'll still release our regular episodes every Tuesday, along with daily episodes about Today in Automotive History.

Give us your feedback and let us know what you think. Depending on your response, we may create a separate feed or include it in our main one. Visit nodrivinggloves.com to share your thoughts.

Minivans, never have received wide spread respect and are often dismissed as uncool. Yet, their boxy proportions make them adept at ferrying people and luggage with ease. They outperform most passenger cars and even the "cooler" sport utility vehicle. Chrysler's introduction of the Dodge Caravan and Plymouth Voyager in 1983 revolutionized the market, quickly overshadowing the iconic station wagon.

The minivan was a blend of station wagon and conventional van, small enough to fit into most garages. Its affordability made it a staple for many families. Chrysler sold over 209,000 in its first year alone, peaking at 600,000 in the late 1990s.

Despite its homely pedigree, the Chrysler minivan transformed the American automotive landscape. It took what today might be considered corporate espionage, defected Ford executives Hal Spurlock and Lee Iacocca to bring it to life at Chrysler. With a range of small front-wheel drive platforms at their disposal, they accelerated the plan using a variation of unibody construction found in other K-Car.

The minivan revolution dubbed the "Magic Wagon," combined comfort, versatility, and practicality. Its front-engine and front-wheel-drive design created a flat floor interior with easy access through sliding doors and foldable seats. The Dodge Caravan and Plymouth Voyager debuted in 1983 as convenient alternatives to bulky full-size vans.

Innovations continued throughout the years, with flexible seating options, towing packages, and even seating that would fold flat into a bed with a tent that attached to the side door. allowed the T-115 (Chrysler's internal code for the Caravan/Voyager twins) allowed them to cater to various needs. The humble minivan played a significant role in restoring Chrysler to profitability while etching itself into the memories of countless families.

Millions of minivans, like a symphony of metal and rubber, find their way into the eager hands of consumers.

Don't forget to check out Episode 265 to hear my feelings on Minivans.

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#cars #car #collectorcars oldcars #cartalk #electriccars #ev #hotrod #carhistory #automotivehistory #automobile #thisdayinautomotivehistory #thisdayinhistory #classiccars #napodpomo #minivans #minivan

Daily Automotive History Podcast

This month, we're trying something new for No Driving Gloves. It's part of National Podcasting Month, or NAPODPOMO. The challenge is to create a daily podcast episode for 30 days. We'll still release our regular episodes every Tuesday, along with daily episodes about Today in Automotive History.

Give us your feedback and let us know what you think. Depending on your response, we may create a separate feed or include it in our main one. Visit nodrivinggloves.com to share your thoughts.

Now, let's dive into our first bit of automotive history: November 1st, 1895. On this day, the American Motor League (AML), the first US automobile club, held its preliminary meeting in Chicago. Sixty people attended the meeting at the Chicago School of Electricity on Dearborn Street.

The club aimed to promote technological innovations for automobiles, which were still in their early stages of development. Attendees included notable automotive pioneers like Charles and Frank Duryea, Charles Bradley King, Henry G. Morris and Pedro S. Salomon, and Sterling Elliott.

Dr. J. Allen Hornsby was named temporary president at the meeting, and Charles Duryea became AML's president a month later. Although AML was a trailblazer for US automobile clubs, it merged with the American Automobile Association in 1904.

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#cars #car #collectorcars #oldcars #cartalk #electriccars #ev #hotrod #carhistory #automotivehistory #automobile #auto #thisdayinautomotivehistory #thisdayinhistory #classiccars #minivan #NAPODPOMO

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