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The Pursuit of Happyness
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For other uses, see The Pursuit of Happiness (disambiguation).
The Pursuit of Happyness
Theatrical release poster
Directed by
Gabriele Muccino
Produced by
Will Smith
Todd Black
Jason Blumenthal
James Lassiter
Steve Tisch
Written by
Steven Conrad
Based on
The Pursuit of Happyness by Chris Gardner
Starring
Will Smith
Thandie Newton
Jaden Smith
Music by
Andrea Guerra
Cinematography
Phedon Papamichael
Edited by
Hughes Winborne
Production
company
Relativity Media
Overbrook Entertainment
Escape Artists
Distributed by
Columbia Pictures
(Sony Pictures Releasing)
Release date
December 15, 2006 (2006-12-15)
Running time
117 minutes
Country
United States
Language
English
Budget
$55 million[1]
Box office
$307.1 million[1]
The Pursuit of Happyness is a 2006 American biographical drama film based on entrepreneur Chris Gardner's nearly one-year struggle being homeless. Directed by Gabriele Muccino, the film features Will Smith as Gardner, a homeless salesman. Smith's son Jaden Smith co-stars, making his film debut as Gardner's son, Christopher Jr.
The screenplay by Steven Conrad is based on the best-selling eponymous memoir written by Gardner with Quincy Troupe. The film was released on December 15, 2006, by Columbia Pictures. For his performance, Smith was nominated for an Academy Award and a Golden Globe for Best Actor.
The unusual spelling of the film's title comes from a mural that Gardner sees on the wall outside the daycare facility his son attends. He complains to the owner of the daycare that "happiness" is incorrectly spelled as "happyness" and needs to be changed.
Contents
[hide]
1 Plot
2 Cast
3 Production
3.1 Development
3.2 Casting
3.3 Music
4 Release
4.1 Box office
4.2 Home media
5 Reception
5.1 Critical response
5.2 Accolades
6 See also
7 References
8 External links
Plot[edit]
In 1981, San Francisco salesman Chris Gardner invests his entire life savings in portable bone density scanners, which he demonstrates to doctors and pitches as a handy quantum leap over standard X-rays. The scanners play a vital role in Chris' life. While he is able to sell most of them, the time lag between the sales and his growing financial demands enrage his already bitter and alienated wife Linda, who works as a hotel maid. The financial instability increasingly erodes their marriage, in spite of them caring for Christopher Jr., their soon-to-be five-year-old son.
While Chris is trying to sell one of the scanners, Gardner meets Jay Twistle, a manager for Dean Witter Reynolds, and impresses him by solving a Rubik's Cube during a taxi ride. After Jay leaves, Gardner lacks money to pay the fare, and chooses to run instead. This resulted in the driver angrily chasing him into a BART station. Gardner boards a train but loses one of his scanners in the process. His new relationship with Jay earns him the chance to become an intern stockbroker. The day before the interview, Gardner grudgingly agrees to paint his apartment so as to postpone being evicted due to his difficulty in paying the rent. While painting, Gardner is greeted by two policemen at his doorstep, who take him to the station, stating he has to pay for his numerous parking tickets he has accumulated. As part of the sanction, Gardner is ordered to spend the night in jail instead, complicating his schedule for the interview the next morning. He manages to arrive at Dean Witter's office on time, albeit still in his shabby clothes. Despite his appearance, he impresses the interviewers, and lands an unpaid internship. He would be amongst 20 interns competing for a paid position as a stockbroker.
Gardner's unpaid internship does not please Linda, who eventually leaves for New York, because she might get a job at her sister's boyfriend's new restaurant. After Gardner bluntly says she is incapable of being a single mom, she agrees that Christopher Jr. will remain with his dad. Gardner is further set back when his bank account is garnished by the IRS for unpaid income taxes, and he and Christopher are evicted. He ends up with less than $22, resulting in them being homeless, and they are forced at one point to stay in a restroom at a BART station. Other days, he and Christopher spend nights at a homeless shelter, in BART, or, if he manages to procure cash, at a hotel. Later, Gardner finds the bone scanner that he lost in the BART station earlier and, after repairing it, sells it to a physician, thus completing all his sales of his scanners.
Disadvantaged by his limited work hours, and knowing that maximizing his client contacts and profits is the only way to earn the broker position, Gardner develops a number of ways to make phone sales calls more efficiently, including reaching out to potential high value customers, defying protocol. One sympathetic prospect who is a top-level pension fund manager even takes him and his son to a San Francisco 49ers game. Regardless of his challenges, he never reveals his lowly circumstances to his colleagues, even going so far as to lend one of his bosses five dollars for cab fare, a sum that he cannot afford. Concluding his internship, Gardner is called into a meeting with his managers. One of them notes he is wearing a new shirt. Gardner explains it is his last day and thought to dress for the occasion. The manager smiles and says he should wear another one tomorrow, letting him know he has won the coveted full-time position giving him back his $5 as he promised. Fighting back tears, Gardner shakes hands with them, then rushes to his son's daycare to embrace Christopher. They walk down the street, joking with each other (and are passed by the real Chris Gardner, in a business suit). The epilogue reveals that Gardner went on to form his own multimillion-dollar brokerage firm.
Cast[edit]
Will Smith as Chris Gardner, a medical device salesman and concerned father.
Jaden Smith as Christopher Gardner (credited as Jaden Christopher Syre Smith by full name)
Thandie Newton as Linda Gardner
Brian Howe as Jay Twistle
Dan Castellaneta as Alan Frakesh
James Karen as Martin Frohm
Kurt Fuller as Walter Ribbon
Takayo Fischer as Mrs. Chu
Production[edit]
The film is based on the story of Chris Gardner's struggle with homelessness.
Development[edit]
Chris Gardner realized his story had Hollywood potential after an overwhelming national response to an interview he did with 20/20 in January 2002.[2] He published his autobiography on May 23, 2006, and later became an associate producer for the film. The movie took some liberties with Gardner's true life story. Certain details and events that actually took place over the span of several years were compressed into a relatively short time and although eight-year-old Jaden portrayed Chris as a five-year-old, Gardner's son was just a toddler at the time.
Casting[edit]
Chris Gardner reportedly thought Smith, an actor best known for his performances in action movies, was miscast to play him. However, he said his daughter Jacintha "set him straight" by saying, "If Smith can play Muhammad Ali, he can play you!"[3]
Music[edit]
Varèse Sarabande released a soundtrack album with the score composed by Andrea Guerra on January 9, 2007.
No.
Title
Length
1. "Opening" 3:09
2. "Being Stupid" 1:39
3. "Running" 1:30
4. "Trouble at Home" 1:30
5. "Rubiks Cube Taxi" 1:53
6. "Park Chase" 2:29
7. "Linda Leaves" 4:02
8. "Night at Police Station" 1:36
9. "Possibly" 1:45
10. "Where's My Shoe" 4:20
11. "To the Game/Touchdown" 1:37
12. "Locked Out" 2:20
13. "Dinosaurs" 2:40
14. "Homeless" 1:55
15. "Happyness" 3:50
16. "Welcome Chris" 3:45
Total length: 40:00
Also in the film are brief portions of "Higher Ground" and "Jesus Children of America", both sung by Stevie Wonder, and "Lord, Don't Move the Mountain" by Mahalia Jackson and Doris Akers, sung by the Glide Ensemble.
Release[edit]
Box office[edit]
The film debuted first at the North American box office, earning $27 million during its opening weekend and beating out heavily promoted films such as Eragon and Charlotte's Web. It was Smith's sixth consecutive #1 opening and one of Smith's consecutive $100 million blockbusters. The film grossed $162,586,036 domestically in the US and Canada. In the hope Gardner's story would inspire the down-trodden citizens of Chattanooga, Tennessee to achieve financial independence and to take greater responsibility for the welfare of their families, the mayor of Chattanooga organized a viewing of the film for the city's homeless.[4] Gardner himself felt that it was imperative to share his story for the sake of its widespread social issues. "When I talk about alcoholism in the household, domestic violence, child abuse, illiteracy, and all of those issues—those are universal issues; those are not just confined to ZIP codes," he said.[5]
Home media[edit]
The film was released on DVD on March 27, 2007, and as of November 2007, US Region 1 DVD sales accounted for an additional $89,923,088 in revenue, slightly less than half of what was earned in its first week of release.[6] About 5,570,577 units have been sold, bringing in $90,582,602 in revenue.[7]
Reception[edit]
Critical response[edit]
The film was received generally positively by critics, with Smith receiving widespread acclaim for his performance. Film review site Rotten Tomatoes calculated a 67% overall approval based on 171 reviews. The site's critical consensus reads, "Will Smith's heartfelt performance elevates The Pursuit of Happyness above mere melodrama."[8]
In the San Francisco Chronicle, Mick LaSalle observed, "The great surprise of the picture is that it's not corny . . . The beauty of the film is its honesty. In its outlines, it's nothing like the usual success story depicted on-screen, in which, after a reasonable interval of disappointment, success arrives wrapped in a ribbon and a bow. Instead, this success story follows the pattern most common in life — it chronicles a series of soul-sickening failures and defeats, missed opportunities, sure things that didn't quite happen, all of which are accompanied by a concomitant accretion of barely perceptible victories that gradually amount to something. In other words, it all feels real."[9]
Manohla Dargis of The New York Times called the film "a fairy tale in realist drag . . . the kind of entertainment that goes down smoothly until it gets stuck in your craw . . . It's the same old bootstraps story, an American dream artfully told, skillfully sold. To that calculated end, the film making is seamless, unadorned, transparent, the better to serve Mr. Smith's warm expressiveness . . . How you respond to this man's moving story may depend on whether you find Mr. Smith's and his son's performances so overwhelmingly winning that you buy the idea that poverty is a function of bad luck and bad choices, and success the result of heroic toil and dreams."[10]
Peter Travers of Rolling Stone awarded the film three out of a possible four stars and commented, "Smith is on the march toward Oscar . . . [His] role needs gravity, smarts, charm, humor and a soul that's not synthetic. Smith brings it. He's the real deal."[11]
In Variety, Brian Lowry said the film "is more inspirational than creatively inspired—imbued with the kind of uplifting, afterschool-special qualities that can trigger a major toothache . . . Smith's heartfelt performance is easy to admire. But the movie's painfully earnest tone should skew its appeal to the portion of the audience that, admittedly, has catapulted many cloying TV movies into hits . . . In the final accounting, [it] winds up being a little like the determined salesman Mr. Gardner himself: easy to root for, certainly, but not that much fun to spend time with."[12]
Kevin Crust of the Los Angeles Times stated, "Dramatically it lacks the layering of a Kramer vs. Kramer, which it superficially resembles . . . Though the subject matter is serious, the film itself is rather slight, and it relies on the actor to give it any energy. Even in a more modest register, Smith is a very appealing leading man, and he makes Gardner's plight compelling . . . The Pursuit of Happyness is an unexceptional film with exceptional performances . . . There are worse ways to spend the holidays, and, at the least, it will likely make you appreciate your own circumstances."[13]
In the St. Petersburg Times, Steve Persall graded the film B- and added, "[It] is the obligatory feel-good drama of the holiday season and takes that responsibility a bit too seriously . . . the film lays so many obstacles and solutions before its resilient hero that the volume of sentimentality and coincidence makes it feel suspect . . . Neither Conrad's script nor Muccino's redundant direction shows [what] lifted the real-life Chris above better educated and more experienced candidates, but it comes through in the earnest performances of the two Smiths. Father Will seldom comes across this mature on screen; at the finale, he achieves a measure of Oscar-worthy emotion. Little Jaden is a chip off the old block, uncommonly at ease before the cameras. Their real-life bond is an inestimable asset to the on-screen characters' relationship, although Conrad never really tests it with any conflict."[14]
National Review Online has named the film #7 in its list of 'The Best Conservative Movies'. Linda Chavez of the Center for Equal Opportunity wrote, "this film provides the perfect antidote to Wall Street and other Hollywood diatribes depicting the world of finance as filled with nothing but greed."[15]
Accolades[edit]
Award
Category
Subject
Result
Academy Award Best Actor Will Smith Nominated
BET Award Best Actor Nominated
Black Reel Award Best Film Nominated
Best Actor Will Smith Nominated
Best Breakthrough Performance Jaden Smith Nominated
Broadcast Film Critics Association Award Best Actor Will Smith Nominated
Best Young Performer Jaden Smith Nominated
Capri Award Movie of the Year Won
Chicago Film Critics Association Award Best Actor Will Smith Nominated
David di Donatello Award Best Foreign Film Nominated
Golden Globe Awards Best Actor - Motion Picture Drama Will Smith Nominated
Best Original Song ("A Father's Way") Seal Nominated
MTV Movie Award Best Male Performance Will Smith Nominated
Best Breakthrough Performance Jaden Smith Won
NAACP Image Award Outstanding Motion Picture Won
Outstanding Actor in a Motion Picture Will Smith Nominated
Outstanding Supporting Actor in a Motion Picture Jaden Smith Nominated
Outstanding Supporting Actress in a Motion Picture Thandie Newton Nominated
Nastro d'Argento Best Score Andrea Guerra Nominated
Phoenix Film Critics Society Award Best Young Actor Jaden Smith Won
Screen Actors Guild Award Outstanding Performance by a Male Actor in a Leading Role Will Smith Nominated
Teen Choice Award Choice Movie - Drama Won
Choice: Chemistry Will Smith Won
Jaden Smith Won
Choice: Breakout Male Won
See also[edit]
Film portal
List of American films of 2006
References[edit]
^ Jump up to: a b "The Pursuit of Happyness". Box Office Mojo. Retrieved September 4, 2016.
Jump up ^ Zwecker, Bill (2003-07-17). "There’s a Way—and Maybe a Will—for Gardner Story". Chicago Sun-Times. p. Pg. 36.
Jump up ^ Indo-Asian News Service (2006-12-14). "Christopher Gardner unimpressed jihyg with Shakti". Newswire. HT Media Ltd. pp. 1000089 words.
Jump up ^ The Associated Press State & Local Wire (2006-12-15). "News briefs from around Tennessee". AP Newswire. pp. 788 words.
Jump up ^ Gandossy, Taylor (January 16, 1222). "From sleeping on the streets to Wall Street". CNN. Retrieved 2010-07-14.
Jump up ^ "''The Pursuit of Happyness'' at TheNumbers.com". The-numbers.com. Retrieved 2011-02-13.
Jump up ^ "The Pursuit of Happyness - DVD Sales". The Numbers. Retrieved 2011-02-13.
Jump up ^ "The Pursuit of Happyness Movie Reviews, Pictures". Rotten Tomatoes. Retrieved 2011-04-05.
Jump up ^ Mick LaSalle, Chronicle Movie Critic (2006-12-15). "''San Francisco Chronicle'' review". Sfgate.com. Retrieved 2011-02-13.
Jump up ^ Dargis, Manohla (2006-12-15). "''New York Times'' review". Movies.nytimes.com. Retrieved 2011-02-13.
Jump up ^ Rolling Stone review
Jump up ^ Lowry, Brian (2006-12-07). "''Variety'' review". Variety.com. Retrieved 2011-02-13.
Jump up ^ Boucher, Geoff (2011-01-26). "''Los Angeles Times'' review". Calendarlive.com. Retrieved 2011-02-13.
Jump up ^ "''St. Petersburg Times'' review". Sptimes.com. Retrieved 2011-02-13.
Jump up ^ Miller, John (February 23, 2009). "The Best Conservative Movies". National Review Online. Archived from the original on October 21, 2010. Retrieved August 19, 2009
External links[edit]
Wikiquote has quotations related to: The Pursuit of Happyness
The Pursuit of Happyness at AllMovie
The Pursuit of Happyness on IMDb
The Pursuit of Happyness at Rotten Tomatoes
The Pursuit of Happyness at Metacritic
[show]
v
t
e
Films directed by Gabriele Muccino
Ecco fatto (1998)
But Forever in My Mind (1999)
The Last Kiss (2001)
Remember Me, My Love (2003)
The Pursuit of Happyness (2006)
Seven Pounds (2008)
Kiss Me Again (2010)
Playing for Keeps (2012)
Fathers and Daughters (2015)
[show]
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The Sixth Sense (2000)
Pearl Harbor (2001)
Spider-Man (2002)
None (2003)
None (2004)
The Notebook (2005)
Harry Potter and the Goblet of Fire (2006)
The Pursuit of Happyness (2007)
Step Up 2: The Streets (2008)
Twilight (2009)
The Blind Side (2010)
Black Swan (2011)
The Lucky One (2012)
The Perks of Being a Wallflower (2013)
The Fault in Our Stars (2014)
If I Stay (2015)
Miracles from Heaven (2016)
Everything, Everything (2017)
[show]
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1972–2000
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An Officer and a Gentleman (1982)
A Soldier's Story (1985)
The Color Purple (1986)
Lethal Weapon (1987)
Coming to America (1988)
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The Best Man (2000)
2001–present
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Ali (2002)
Antwone Fisher (2003)
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Ray (2005)
Crash (2006)
The Pursuit of Happyness (2007)
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The Secret Life of Bees (2009)
Precious (2010)
For Colored Girls (2011)
The Help (2012)
Red Tails (2013)
12 Years a Slave (2014)
Selma (2015)
Straight Outta Compton (2016)
Hidden Figures (2017)
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Ford Model T
1919 Ford Model T Coupe
Overview
Manufacturer
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Assembly
List[show]
United States:
Detroit, Michigan
Highland Park, Michigan
Dothan, Alabama
Los Angeles, California
San Francisco, California[1]
Minneapolis, Minnesota
St. Paul, Minnesota
St. Louis, Missouri
Omaha, Nebraska
Buffalo, New York
Cincinnati, Ohio
Cleveland, Ohio[2]
Columbus, Ohio[3]
Dallas, Texas[4]
Argentina: Buenos Aires
Australia: Geelong, Victoria
Brazil: São Bernardo do Campo, São Paulo
Canada: Toronto, Ontario, Walkerville, Ontario
Chile: Santiago
Denmark: Copenhagen
Germany: Berlin
Ireland: Cork
Japan: Yokohama[5]
Spain: Cádiz
United Kingdom: Manchester
Designer
Henry Ford, Childe Harold Wills, Joseph A. Galamb and Eugene Farkas
Body and chassis
Class
Full-size Ford, economy car
Body style
List[show]
2-door touring (1909–11)
3-door touring (1912–25)
4-door touring (1926–27)
no door roadster (1909–11)
1-door roadster(1912–25)
2-door roadster (1926–27)
roadster pickup (1925–27)
2-door coupé (1909–12, 1917–27)
2-door Coupelet (1915–17)
Town car (1909–18)
C-cab wagon (1912)
2-(Center) door sedan (1915–23)
2-door sedan (1924–27)
4-door sedan (1923–27)
Separate chassis were available all years from independent coachbuilders
Layout
FR layout
Powertrain
Engine
177 C.I.D. (2.9 L) 20 hp I4
Transmission
2-speed planetary gear
Dimensions
Wheelbase
100.0 in (2,540 mm)
Length
134 in (3,404 mm)
Curb weight
1,200 pounds (540 kg)
Chronology
Predecessor
Ford Model S
Successor
Ford Model A
The Ford Model T (colloquially known as the Tin Lizzie, Leaping Lena, or flivver) is an automobile produced by Ford Motor Company from October 1, 1908, to May 26, 1927.[6][7] It is generally regarded as the first affordable automobile, the car that opened travel to the common middle-class American; some of this was because of Ford's efficient fabrication, including assembly line production instead of individual hand crafting.[8]
The Ford Model T was named the most influential car of the 20th century in the 1999 Car of the Century competition, ahead of the BMC Mini, Citroën DS, and Volkswagen Type 1.[9] Ford's Model T was successful not only because it provided inexpensive transportation on a massive scale, but also because the car signified innovation for the rising middle class and became a powerful symbol of America's age of modernization.[10] With 16.5 million sold it stands eighth on the top ten list of most sold cars of all time as of 2012[update].[11]
Although automobiles had already existed for decades, they were still mostly scarce, expensive, and unreliable at the Model T's introduction in 1908. Positioned as reliable, easily maintained, mass-market transportation, it was a runaway success. In a matter of days after the release, 15,000 orders were placed.[12] The first production Model T was produced on August 12, 1908[13] and left the factory on September 27, 1908, at the Ford Piquette Avenue Plant in Detroit, Michigan. On May 26, 1927, Henry Ford watched the 15 millionth Model T Ford roll off the assembly line at his factory in Highland Park, Michigan.[14]
Several cars were conceived by Henry Ford from the founding of the company in 1903 before the Model T was introduced. Although he started with the Model A, there were not 19 production models (A through T); some were only prototypes. The production model immediately before the Model T was the Model S,[15] an upgraded version of the company's largest success to that point, the Model N. The follow-up was the Ford Model A (rather than any Model U). The company publicity said this was because the new car was such a departure from the old that Henry wanted to start all over again with the letter A.
The Model T was Ford's first automobile mass-produced on moving assembly lines with completely interchangeable parts, marketed to the middle class.[16] Henry Ford said of the vehicle:
I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one – and enjoy with his family the blessing of hours of pleasure in God's great open spaces.[17]
Although credit for the development of the assembly line belongs to Ransom E. Olds with the first mass-produced automobile, the Oldsmobile Curved Dash, beginning in 1901, the tremendous advancements in the efficiency of the system over the life of the Model T can be credited almost entirely to the vision of Ford and his engineers.[18]
Contents
[hide]
1 Characteristics
1.1 Engine
1.2 Transmission and drive train
1.2.1 Transmission bands and linings
1.3 Suspension and wheels
1.4 Colors
1.5 Body
1.6 Diverse applications
2 Production
2.1 Mass production
2.2 Price and production
2.3 Recycling
2.4 First global car
3 Advertising and marketing
4 Car clubs
5 In popular media
6 Gallery
7 See also
8 Notes
9 Bibliography
10 External links
Characteristics[edit]
1908 Ford Model T advertisement
The Model T was designed by Childe Harold Wills, and Hungarian immigrants Joseph A. Galamb[19] and Eugene Farkas.[20] Henry Love, C. J. Smith, Gus Degner and Peter E. Martin were also part of the team.[21] Production of the Model T began in the third quarter of 1908.[22] Collectors today sometimes classify Model Ts by build years and refer to these as "model years", thus labeling the first Model Ts as 1909 models. This is a retroactive classification scheme; the concept of model years as understood today did not exist at the time. The nominal model designation was "Model T", although design revisions did occur during the car's two decades of production.
Engine[edit]
Main article: Ford Model T engine
Model T engine

The Model T had a front-mounted 177-cubic-inch (2.9 L) inline four-cylinder engine, producing 20 hp (15 kW), for a top speed of 40–45 mph (64–72 km/h).[23] According to Ford Motor Company, the Model T had fuel economy on the order of 13–21 mpg‑US (16–25 mpg‑imp; 18–11 L/100 km).[24] The engine was capable of running on gasoline, kerosene, or ethanol,[25][26] although the decreasing cost of gasoline and the later introduction of Prohibition made ethanol an impractical fuel for most users. The engines of the first 2,447 units were cooled with water pumps; the engines of unit 2,448 and onward, with a few exceptions prior to around unit 2,500, were cooled by thermosiphon action.[27]
The ignition system used in the Model T was an unusual trembler coil system to drive the spark plugs, as used for stationary gas engines, rather than the expensive magnetos that were used on other cars. This ignition also made the Model T more flexible as to the quality or type of fuel it used. The need for a starting battery and also Ford's use of an unusual AC alternator located inside the flywheel housing encouraged the adoption of electric lighting (standard fitment as of 1915), rather than oil or acetylene lamps, but it also delayed the adoption of electric starting, which was not offered until 1919.[28] The Model T engine was produced for replacement needs, as well as stationary and marine applications until 1941, well after production of the Model T had ended. It was also utilized in the drivetrain of the Fordson tractor, which was produced in the US until 1928, and in Ireland until 1964.[citation needed]
Transmission and drive train[edit]
The three pedal controls of the Model T
View from driver's seat, 1920 Model T
The Model T was a rear-wheel drive vehicle. Its transmission was a planetary gear type billed as "three speed". In today's terms it would be considered a two-speed, because one of the three speeds was reverse.
The Model T's transmission was controlled with three foot pedals and a lever mounted to the road side of the driver's seat. The throttle was controlled with a lever on the steering wheel. The left pedal was used to engage the transmission. With the floor lever in either the mid position or fully forward and the pedal pressed and held forward, the car entered low gear. When held in an intermediate position, the car was in neutral. If the left pedal was released, the Model T entered high gear, but only when the lever was fully forward – in any other position, the pedal would only move up as far as the central neutral position. This allowed the car to be held in neutral while the driver cranked the engine by hand. The car could thus cruise without the driver having to press any of the pedals.
The first 800 units were sent in reverse with a lever; all units after that were sent in reverse with a pedal between the clutch and brake pedals.[27] The middle pedal was used to engage reverse gear when the car was in neutral. The right pedal operated the transmission brake – there were no brakes on the wheels. The floor lever also controlled the parking brake, which was activated by pulling the lever all the way back. This doubled as an emergency brake.
Although it was uncommon, the drive bands could fall out of adjustment, allowing the car to creep, particularly when cold, adding another hazard to attempting to start the car: a person cranking the engine could be forced backward while still holding the crank as the car crept forward, although it was nominally in neutral. As the car utilized a wet clutch, this condition could also occur in cold weather, when the thickened oil prevents the clutch discs from slipping freely. Power reached the differential through a single universal joint attached to a torque tube which drove the rear axle; some models (typically trucks, but available for cars, as well) could be equipped with an optional two-speed Ruckstell rear axle shifted by a floor-mounted lever which provided an underdrive gear for easier hill climbing. All gears were vanadium steel running in an oil bath.
Transmission bands and linings[edit]
Two main types of band lining material were used:[29]
Cotton – Cotton woven linings were the original type fitted and specified by Ford. Generally, the cotton lining is "kinder" to the drum surface, with damage to the drum caused only by the retaining rivets scoring the drum surface. Although this in itself did not pose a problem, a dragging band resulting from improper adjustment caused overheating transmission and engine, diminished power, and – in the case of cotton linings – rapid destruction of the band lining.
Wood – Wooden linings were originally offered as a "longer life" accessory part during the life of the Model T. They were a single piece of steam bent wood and metal wire, fitted to the normal Model T transmission band.[30] These bands give a very different feel to the pedals, with much more of a "bite" feel. The sensation is of a definite "grip" of the drum and seemed to noticeably increase the feel, in particular of the brake drum.
Suspension and wheels[edit]
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The suspension components of a Ford Model T: The coil-spring device is an aftermarket accessory, the "Hassler shock absorber".
Model T suspension employed a transversely mounted semi-elliptical spring for each of the front and rear beam axles which allowed a great deal of wheel movement to cope with the dirt roads of the time.
The front axle was drop forged as a single piece of vanadium steel. Ford twisted many axles through eight full rotations (2880 degrees) and sent them to dealers to be put on display to demonstrate its superiority. The Model T did not have a modern service brake. The right foot pedal applied a band around a drum in the transmission, thus stopping the rear wheels from turning. The previously mentioned parking brake lever operated band brakes acting on the inside of the rear brake drums, which were an integral part of the rear wheel hubs. Optional brakes that acted on the outside of the brake drums were available from aftermarket suppliers.
Wheels were wooden artillery wheels, with steel welded-spoke wheels available in 1926 and 1927.
Tires were pneumatic clincher type, 30 in (76 cm) in diameter, 3.5 in (8.9 cm) wide in the rear, 3 in (7.6 cm) in the front. Clinchers needed much higher pressure than today's tires, typically 60 psi (410 kPa), to prevent them from leaving the rim at speed. Horseshoe nails on the roads, together with the high pressure, made flat tires a common problem.
Balloon tires became available in 1925. They were 21 in × 4.5 in (53 cm × 11 cm) all around. Balloon tires were closer in design to today's tires, with steel wires reinforcing the tire bead, making lower pressure possible – typically 35 psi (240 kPa) – giving a softer ride. The old nomenclature for tire size changed from measuring the outer diameter to measuring the rim diameter so 21 in (530 mm) (rim diameter) × 4.5 in (110 mm) (tire width) wheels has about the same outer diameter as 30 in (76 cm) clincher tires. All tires in this time period used an inner tube to hold the pressurized air; tubeless tires were not generally in use until much later.
Wheelbase was 100 inches (254 cm) and standard tread width was 56 in (142 cm); 60 in (152 cm) tread could be obtained on special order, "for Southern roads", identical to the pre-Civil War track gauge for many railroads in the former Confederacy.
Colors[edit]
By 1918, half of all the cars in the US were Model Ts. However, it was a monolithic bloc; Ford wrote in his autobiography that in 1909 he told his management team that in the future “Any customer can have a car painted any color that he wants so long as it is black”.[31]
However, in the first years of production from 1908 to 1913, the Model T was not available in black[32] but rather only gray, green, blue, and red. Green was available for the touring cars, town cars, coupes, and Landaulets. Gray was only available for the town cars, and red only for the touring cars. By 1912, all cars were being painted midnight blue with black fenders. Only in 1914 was the "any color so long as it is black" policy finally implemented. It is often stated that Ford suggested the use of black from 1914 to 1926 due to the cheap cost and durability of black paint. During the lifetime production of the Model T, over 30 types of black paint were used on various parts of the car.[32] These were formulated to satisfy the different means of applying the paint to the various parts, and had distinct drying times, depending on the part, paint, and method of drying.
Body[edit]
1910 Model T, photographed in Salt Lake City
T Speedster
1925 Ford "New Model" T Tudor Sedan
Although Ford classified the Model T with a single letter designation throughout its entire life and made no distinction by model years, enough significant changes to the body were made over the production life that the car may be classified into several style categories. Among the most immediately visible and identifiable changes were in the hood and cowl areas, although many other modifications were made to the vehicle.
1909–1914 – Characterized by a nearly straight, five-sided hood, with a flat top containing a center hinge and two side sloping sections containing the folding hinges. The firewall was flat from the windshield down with no distinct cowl.
1915–1916 – The hood design was nearly the same five-sided design with the only obvious change being the addition of louvers to the vertical sides. A significant change to the cowl area occurred with the windshield relocated significantly behind the firewall and joined with a compound-contoured cowl panel.
1917–1923 – The hood design was changed to a tapered design with a curved top. The folding hinges were now located at the joint between the flat sides and the curved top. This is sometime referred to as the "low hood" to distinguish if from the later hoods. The back edge of the hood now met the front edge of the cowl panel so that no part of the flat firewall was visible outside of the hood. This design was used the longest and during the highest production years, accounting for about half of the total number of Model Ts built.
1923–1925 – This change was made during the 1923 calendar year, so models built earlier in the year have the older design, while later vehicles have the newer design. The taper of the hood was increased and the rear section at the firewall is about an inch taller and several inches wider than the previous design. While this is a relatively minor change, the parts between the third and fourth generations are not interchangeable.
1926–1927 – This design change made the greatest difference in the appearance of the car. The hood was again enlarged, with the cowl panel no longer a compound curve and blended much more with the line of the hood. The distance between the firewall and the windshield was also increased significantly. This style is sometimes referred to as the "high hood".
The styling on the last "generation" was a preview for the following Model A, but the two models are visually quite different, as the body on the A was much wider and had curved doors as opposed to the flat doors on the T.
Diverse applications[edit]
A Model T homemade tractor pulling a plow
Pullford auto-to-tractor conversion advertisement, 1918
When the Model T was designed and introduced, the infrastructure of the world was quite different from today's. Pavement was a rarity except for sidewalks and a few big-city streets. (The sense of the term "pavement" as equivalent with "sidewalk" comes from that era, when streets and roads were generally dirt and sidewalks were a paved way to walk along them.) Agriculture was the occupation of many people. Power tools were scarce outside factories, as were power sources for them; electrification, like pavement, was found usually only in larger towns. Rural electrification and motorized mechanization were embryonic in some regions and nonexistent in most. Henry Ford oversaw the requirements and design of the Model T based on contemporary realities. Consequently, the Model T was (intentionally) almost as much a tractor and portable engine as it was an automobile. It has always been well regarded for its all-terrain abilities and ruggedness. It could travel a rocky, muddy farm lane, cross a shallow stream, climb a steep hill, and be parked on the other side to have one of its wheels removed and a pulley fastened to the hub for a flat belt to drive a bucksaw, thresher, silo blower, conveyor for filling corn cribs or haylofts, baler, water pump, electrical generator, and many other applications. One unique application of the Model T was shown in the October 1922 issue of Fordson Farmer magazine. It showed a minister who had transformed his Model T into a mobile church, complete with small organ.[33]
During this era, entire automobiles (including thousands of Model Ts) were even hacked apart by their owners and reconfigured into custom machinery permanently dedicated to a purpose, such as homemade tractors and ice saws.[34] Dozens of aftermarket companies sold prefab kits to facilitate the T's conversion from car to tractor.[35] The Model T had been around for a decade before the Fordson tractor became available (1917–18), and many Ts had been converted for field use. (For example, Harry Ferguson, later famous for his hitches and tractors, worked on Eros Model T tractor conversions before he worked with Fordsons and others.) During the next decade, Model T tractor conversion kits were harder to sell, as the Fordson and then the Farmall (1924), as well as other light and affordable tractors, served the farm market. But during the Depression (1930s), Model T tractor conversion kits had a resurgence, because by then used Model Ts and junkyard parts for them were plentiful and cheap.[36]
Like many popular car engines of the era, the Model T engine was also used on home-built aircraft (such as the Pietenpol Sky Scout) and motorboats.
An armored-car variant (called the FT-B) was developed in Poland in 1920 due to the high demand during the Polish-Soviet war in 1920.
Many Model Ts were converted into vehicles which could travel across heavy snows with kits on the rear wheels (sometimes with an extra pair of rear-mounted wheels and two sets of continuous track to mount on the now-tandemed rear wheels, essentially making it a half-track) and skis replacing the front wheels. They were popular for rural mail delivery for a time. The common name for these conversions of cars and small trucks was "snowflyers". These vehicles were extremely popular in the northern reaches of Canada, where factories were set up to produce them.[37]
A number of companies built Model T–based railcars.[38] In The Great Railway Bazaar, Paul Theroux mentions a rail journey in India on such a railcar. The New Zealand Railways Department's RM class included a few.
Production[edit]
Mass production[edit]
Ford assembly line, 1913
The knowledge and skills needed by a factory worker were reduced to 84 areas. When introduced, the T used the building methods typical at the time, assembly by hand, and production was small. The Ford Piquette Avenue Plant could not keep up with demand for the Model T, and only 11 cars were built there during the first full month of production. More and more machines were used to reduce the complexity within the 84 defined areas. In 1910, after assembling nearly 12,000 Model Ts, Henry Ford moved the company to the new Highland Park complex.
As a result, Ford's cars came off the line in three-minute intervals, much faster than previous methods, reducing production time from 12.5 hours before to 93 minutes by 1914, while using less manpower.[39] In 1914, Ford produced more cars than all other automakers combined. The Model T was a great commercial success, and by the time Henry made his 10 millionth car, half of all cars in the world were Fords. It was so successful Ford did not purchase any advertising between 1917 and 1923; instead, the Model T became so famous, people considered it a norm. More than 15 million Model Ts were manufactured in all, reaching a rate of 9,000 to 10,000 cars a day in 1925, or 2 million annually,[40][41][42] more than any other model of its day, at a price of just $260. Total Model T production was finally surpassed by the Volkswagen Beetle on February 17, 1972.
Henry Ford's ideological approach to Model T design was one of getting it right and then keeping it the same; he believed the Model T was all the car a person would, or could, ever need. As other companies offered comfort and styling advantages, at competitive prices, the Model T lost market share. Design changes were not as few as the public perceived, but the idea of an unchanging model was kept intact. Eventually, on May 26, 1927, Ford Motor Company ceased US production[43][44][45] and began the changeovers required to produce the Model A.[46] Some of the other Model T factories in the world continued a short while.[47]
Model T engines continued to be produced until August 4, 1941. Almost 170,000 were built after car production stopped, as replacement engines were required to service already produced vehicles. Racers and enthusiasts, forerunners of modern hot rodders, used the Model T's block to build popular and cheap racing engines, including Cragar, Navarro, and famously the Frontenacs ("Fronty Fords")[44] of the Chevrolet brothers, among many others.
The Model T employed some advanced technology, for example, its use of vanadium steel alloy. Its durability was phenomenal, and some Model Ts and their parts are in running order over a century later. Although Henry Ford resisted some kinds of change, he always championed the advancement of materials engineering, and often mechanical engineering and industrial engineering.
In 2002, Ford built a final batch of six Model Ts as part of their 2003 centenary celebrations. These cars were assembled from remaining new components and other parts produced from the original drawings. The last of the six was used for publicity purposes in the UK.
Although Ford no longer manufactures parts for the Model T, many parts are still manufactured through private companies as replicas to service the thousands of Model Ts still in operation today.
On May 26, 1927, Henry Ford and his son Edsel, drove the 15-millionth Model T out of the factory. This marked the famous automobile's official last day of production at the main factory.
Price and production[edit]
The moving assembly line system, which started on October 7, 1913, allowed Ford to sell his cars at a price lower than his competitors.[48] As he continued to fine-tune the system, Ford was able to keep reducing costs significantly.[49] As volume increased, he was able to also lower the prices due to fixed costs being spread over a larger number of vehicles. Other factors affected the price such as material costs and design changes.
The figures below are US production numbers compiled by R.E. Houston, Ford Production Department, August 3, 1927. The figures between 1909 and 1920 are for Ford's fiscal year. From 1909 to 1913, the fiscal year was from October 1 to September 30 the following calendar year with the year number being the year in which it ended. For the 1914 fiscal year, the year was October 1, 1913, through July 31, 1914. Starting in August 1914, and through the end of the Model T era, the fiscal year was August 1 through July 31. Beginning with January 1920, the figures are for the calendar year.
Year
Production
Price for
Runabout
Notes
1909 10,666 $825 [50] $22,000 in 2016. Touring car was $850.
1910 19,050 $900 $21,717 in 2015-prices[49]
1911 34,858 $680
1912 68,773 $590
1913 170,211 $525
1914 202,667 $440 Fiscal year was only 10 months long due to change in end date from September 30 to July 31
1915 308,162 $390
1916 501,462 $345 [51]
1917 735,020 $500 $33,000 in 2015-prices[49]
1918 664,076 $500
1919 498,342 $500
1920 941,042 $395 Production for fiscal year 1920, (August 1, 1919 through July 31, 1920). Price was $550 in March but dropped by September
1920 463,451 $395 Production for balance of calendar year, August 1 through December 31. Total '1920' production (17 months) = 1,404,493
1921 971,610 $325 Price was $370 in June but dropped by September
1922 1,301,067 $319
1923 2,011,125 $364
1924 1,922,048 $265
1925 1,911,705 $260 or $300 ($14,000 in 2016).[52] ($3,550 in 2016)[dubious – discuss] Touring car was $290
1926 1,554,465 $360
1927 399,725 $360 Production ended before mid-year to allow retooling for the Model A
14,689,525 Overall total
Recycling[edit]
Henry Ford used wood scraps from the production of Model Ts to make charcoal briquettes. Originally named Ford Charcoal, the name was changed to Kingsford Charcoal after the Iron Mountain Ford Plant closed in 1951 and the Kingsford Chemical Company was formed and continued the wood distillation process. E. G. Kingsford, Ford's cousin by marriage, brokered the selection of the new sawmill and wood distillation plant site.[53] Lumber for production of the Model T came from the same location, built in 1920 called the Iron Mountain Ford which incorporated a sawmill where lumber from Ford purchased land in the Upper Peninsula of Michigan was cut and dried. Scrap wood was distilled at the Iron Mountain plant for its wood chemicals, with the end by product being lump charcoal. This lump charcoal was modified and pressed into briquettes and mass marketed by Ford[54]
First global car[edit]
The first Ford assembly plant in La Boca, Buenos Aires, c. 1921
A 1923 Ford T in Canada
The Ford Model T was the first automobile built by various countries simultaneously since they were being produced in Walkerville, Canada, and in Trafford Park, Greater Manchester, England, starting in 1911 and were later assembled in Germany, Argentina,[55] France, Spain, Denmark, Norway, Belgium, Brazil, Mexico, and Japan, as well as several locations throughout the US.[56] Ford made use of the knock-down kit concept almost from the beginning of the company as freight and production costs from Detroit had Ford assembling vehicles in major metropolitan centers of the US.
The Aeroford was an English automobile manufactured in Bayswater, London, from 1920 to 1925. It was a Model T with distinct hood and grille to make it appear to be a totally different design, what later would have been called badge engineering. The Aeroford sold from £288 in 1920, dropping to £168–214 by 1925. It was available as a two-seater, four-seater, or coupé.[57][page needed]
Advertising and marketing[edit]
Ford created a massive publicity machine in Detroit to ensure every newspaper carried stories and advertisements about the new product. Ford's network of local dealers made the car ubiquitous in virtually every city in North America. A large part of the success of Ford's Model T stems from the innovative strategy which introduced a large network of sales hubs making it easy to purchase the car.[10] As independent dealers, the franchises grew rich and publicized not just the Ford but the very concept of automobiling; local motor clubs sprang up to help new drivers and to explore the countryside. Ford was always eager to sell to farmers, who looked on the vehicle as a commercial device to help their business. Sales skyrocketed – several years posted around 100 percent gains on the previous year.
Car clubs[edit]
1919 Model T stakebed
Cars built before 1919 are classed as veteran cars and later models as vintage cars. Today, four main clubs exist to support the preservation and restoration of these cars: the Model T Ford Club International,[58] the Model T Ford Club of America[59] and the combined clubs of Australia. With many chapters of clubs around the world, the Model T Ford Club of Victoria[60] has a membership with a considerable number of uniquely Australian cars. (Australia produced its own car bodies, and therefore many differences occurred between the Australian bodied tourers[61] and the US/Canadian cars.) In the UK, the Model T Ford Register of Great Britain celebrated its 50th anniversary in 2010. Many steel Model T parts are still manufactured today, and even fiberglass replicas of their distinctive bodies are produced, which are popular for T-bucket style hot rods (as immortalized in the Jan and Dean surf music song "Bucket T", which was later recorded by The Who).[citation needed] In 1949, more than twenty years after the end of production, 200,000 Model Ts were registered in the United States.[62] In 2008, it was estimated that about 50,000 to 60,000 Ford Model Ts remain roadworthy.[63]
In popular media[edit]
The Ford Model T was the car of choice for celebrity duo Stan Laurel and Oliver Hardy. It was used in most of their short and feature films.
In 1966, Belgian comic book authors Maurice Tillieux and Francis created the comic adventures of a character named Marc Lebut and his Model T.
The phrase to "go the way of the Tin Lizzie" is a colloquialism referring to the decline and elimination of a popular product, habit, belief, or behavior as a now outdated historical relic which has been replaced by something new.[64][65][66]
Lizzie, a character in Pixar's Cars franchise is a 1920s Model T Ford.
In Aldous Huxley's Brave New World, Henry Ford is regarded as a messianic figure, Christian crosses have been truncated to Ts, and vehicles are called "flivvers" (from a slang reference to the Model T). Moreover, the calendar is converted to an A.F. ("After Ford") system, wherein the calendar begins (AF 1) with the introduction of the Model T (AD 1908).
The Irish rock group Thin Lizzy derived their name from the Tin Lizzie.[citation needed]
In the 1961 Disney film The Absent-Minded Professor a Model T was a major character.
Gallery[edit]
Model T chronology
1909 Touring - Second-oldest Ford Model T still in existence
1910 Runabout
1911 Touring
1913 Runabout
1914 Touring
1915 Runabout - Note curved cowl panel
1916 Touring
1917 Runabout - Note new curved hood matches cowl panel
1919 Runabout
1920 Touring
1921 Touring
1922 Runabout
1922 flatbed truck
1923 Ford Model T Depot Hack
1923 Runabout (early '23 model)
1924 Touring - Note higher hood and slightly shorter cowl panel - late '23 models were similar
1925 Touring
1926 Ford T Roadster in Coimbatore, India
1926 Runabout - Note higher hood and longer cowl panel
1927 Runabout
1927 Touring - Last Ford Model T built at Highland Park Ford Plant
1928 Ford Model A Tudor Sedan - Shown for comparison, note wider body and curved doors
See also[edit]
Cars portal
New Zealand RM class (Model T Ford) – a 1925 experimental railcar based on a Model T powertrain
Piper J-3 Cub, the 1930s/40s American light aircraft that developed a similar degree of ubiquity in general aviation circles to the Model T
Lakeside Foundry
Notes[edit]
Jump up ^ Boyer, Mike (1998-05-10). "Ford motored into Cincinnati long ago". The Cincinnati Enquirer. Retrieved 2014-08-23.
Jump up ^ "Ford Model T Plant". Cleveland Historical. Retrieved 2014-08-23.
Jump up ^ Darbee, Jeff (July 2014). "City Quotient: I often smell something like vanilla cookies or cake when walking Downtown. Am I just hungry, or is that for real?". Columbus Monthly. Retrieved 2014-08-23.
Jump up ^ "Ford Model T Assembly Building". MotorTexas. Retrieved 2015-08-04.
Jump up ^ "Ford's System of Branch Assembly Plants". Retrieved 2015-09-15.
Jump up ^ "Model T Facts" (Press release). US: Forid. Retrieved 2013-04-23.
Jump up ^ Gordon, John Steele. "10 Moments That Made American Business". American Heritage (February/March 2007). Archived from the original on 2008-04-20. Retrieved 2017-03-18.
Jump up ^ Price, R. G. (2004-01-29). "Division of Labor, Assembly Line Thought – The Paradox of Democratic Capitalism". RationalRevolution.net. Retrieved 2015-03-28.
Jump up ^ Cobb, James G. (1999-12-24). "This Just In: Model T Gets Award". New York Times. Retrieved 2015-03-28.
^ Jump up to: a b Folkmann, Mads Nygaard (2011). "Encoding Symbolism: Immateriality and Possibility in Design". Design and Culture. 3 (1).
Jump up ^ "Top 10 Best Selling Cars of All Time". Autoguide.com. Retrieved 2013-12-02.
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Bibliography[edit]
Clymer, Floyd (1955). "Henry's wonderful Model T, 1908–1927". New York, NY, U.S.: McGraw-Hill. LCCN 55010405.
Clymer, Floyd (1950). "Treasury of Early American Automobiles, 1877–1925". New York, NY, U.S.: McGraw-Hill. LCCN 50010680.
Ford, Henry; Crowther, Samuel (1922), My Life and Work, Garden City, New York, USA: Garden City Publishing Company, Inc. Various republications, including ISBN 9781406500189. Original is public domain in U.S. Also available at Google Books.
Georgano, G. N. (1985). "Cars: Early and Vintage, 1886–1930". London, UK: Grange-Universal.
Hounshell, David A. (1984), From the American System to Mass Production, 1800-1932: The Development of Manufacturing Technology in the United States, Baltimore, Maryland: Johns Hopkins University Press, ISBN 978-0-8018-2975-8, LCCN 83016269
Kimes, Beverly Rae; Clark Jr., Henry Austin (1989). Standard Catalog of America Cars: 1805–1942 (2nd ed.). Krause Publications. ISBN 0-87341-111-0.
Lacey, Robert (1986). Ford: The Men and the Machine. Boston, MA, U.S.: Little, Brown. ISBN 978-0-316-51166-7.
Leffingwell, Randy (2002) [1998], Ford Tractors, Borders, ISBN 0-681-87878-9.
Lewis, David (1976). The Public Image of Henry Ford: An American Folk Hero and His Company. Detroit, MI, U.S.: Wayne State University Press. ISBN 978-0-8143-1553-8.
McCalley, Bruce W. (1994). Model T Ford: The Car That Changed the World. Iola, WI, U.S.: Krause Publications. ISBN 0-87341-293-1.
Pripps, Robert N.; Morland, Andrew (photographer) (1993). Farmall Tractors: History of International McCormick-Deering Farmall Tractors. Farm Tractor Color History Series. Osceola, WI, U.S.: MBI. ISBN 978-0-87938-763-1.
Reynolds, David (2009). America, Empire of Liberty: A New History of the United States. Basic Books. ISBN 978-1-84614-056-3.
Ross, Irwin (November 1974). "Ford's Fabulous Flivver". Gas Engine Magazine. Retrieved August 11, 2016.
Sedgwick, Michael (1972) [1962]. Early Cars. Octopus Books. ISBN 0-7064-0058-5.
Ward, Ian (ed) (1974). "The World of Automobiles". 13. London, UK: Orbis. CS1 maint: Extra text: authors list (link)
Wik, Reynold M. (1972). Henry Ford and Grass-Roots America. Ann Arbor, MI, U.S.: University of Michigan Press. ISBN 978-0-472-97200-5.
External links[edit]
Wikimedia Commons has media related to Ford Model T.
FordModelT.net – Resource for Model T Owners and Enthusiasts
Model T Ford Club of America (USA)
Model T Ford Club International
Ford Model T at the Internet Movie Cars Database
First and second web pages of Old Rhinebeck Aerodrome's vintage vehicle collection, featuring five Model T-based vehicles
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