henry ford research paper

Henry Ford and His Innovations Research Paper

The first steps, ford motors company, the assembly line, works cited.

The beginning of the 20th century witnessed the Progressive Era. Innovations and new technologies changed the life of the whole population. Many entrepreneurs profited at this prolific period. Although, many companies could be listed as the one who bolstered the US economy in the 1900s, the name of Henry Ford, a person who made a vehicle affordable for everyone, should definitely be in the first place.

At the age of 16 in a few years after Ford mother’s death, a young boy decided to leave his house and started to work in The Flower Brother’s shop. It was a store with three old owners. They produced a variety of things, such as gate valves, valves for water pipes, gongs and so on. In nine months, he decided that he had already taken everything from that place and got a job in the Dry Dock Company. Ford found a shelter for some time. In 1880, this very company was the core for the machinery life in Detroit. If a new mechanic strived for new knowledge, he would go there, so did the young boy. Soon an avid learner came back home to help on the family farm and at the same time to practice self-studying. When Henry was 19, he constructed his first engine: there was almost no light in the houses of Detroit, so the boy made a miniature turbine, which was able to operate city’s water and produce energy, enough for a tiny lathe. In 1882, Ford was acquainted with the Michigan agent of Westinghouse and their portable steam engines. The next years a young fellow spent traveling across Southern Michigan in the role of maintenance engineer on behalf of the company.

A new stage of life began when Edison Illuminating Company recruited Ford. After some time of working there, a young man gained attention and money to his gasoline engines trials. The experiments were fruitful, and in 1896, the world saw the appearance of Quadricycle. Later on, he was introduced to Thomas Edison (Olson 26). Consolidating all his forces, in 1899 Henry organized the Detroit Automobile Company with some affiliates. Soon after that, a settler turned to the construction of racing cars, as some disagreements between the associates broke out and Ford quitted. A new career branch went against mechanic’s initial ideas and strivings: to make a car affordable for the common consumer. However, this turnaround soon made Ford popular and attracted many people to his motor inventions. In 1901, Barney Oldfield broke all the existing records in racing and brought glory to the engineer.

In 1903, Henry Ford overthought the idea of motor transportation and suggested the vehicle that would considerably cut the expenditures of its owners. At that time, he believed that the most precious things could cost “just five cents” (Doctorow 227). Initially, the public played jokes on the early models made by Ford Motors, as it was thought that they were intended only for the low- income consumer. However, year by year the models were modernized and the scope of the poor gradually increased (Olson 32). The opening of the company would be impossible without basic capital, so Ford was bound to give his permission to the partnership. His first investor was Alex Malcomson, a coal dealer from Detroit. Soon the executive attracted other depositors, such as Charles Woodall and James Couzens, the lawyer John Anderson and the banker John Gray. Ford and Malcomson divided 51 percent of the shares between them. After some time Ford’s income amounted about 28 000 dollars (Gorman 245).

The first vehicle produced was called Fordmobile or Model A. The assembly line was in prospect, and almost 20 people constructed a single car. Its initial cost was 800 dollars, plus the additional 100 dollars for the detachable tonneau. In a while, Ford decided that Model A did not meet the expectations of an American consumer any longer, so he decided to dive into work again. 1908 witnessed the birth of Model K with the six-cylinder engine and soon Model N with the four-cylinder engine. However, none of them satisfied Henry Ford. On the one hand, the first one was too expensive to be claimed affordable. Regardless of Malcomson who thought that this car was the path to the luxurious cars for the rich and lobbied its mass production, Ford discontinued the line. Model N was cheaper and encompassed wider audience regarding its price (the car could be competitive with 600 dollars automobiles, though its cost was only 450 dollars) nonetheless, it did not meet engineer’s basic demands: lightness, simplicity, and strength.

On October 1, 1908, the Model T saw the light. The design of the car was peculiar and differed from the other cars that were on the market: the interior was enclosed, four cylinders formulated one block, and the constructor installed a steering wheel on the driver’s place. The new automobile seemed to meet all Ford’s requirements from the simplicity of driving to the small weight of the car. The reaction of the public was triumphant. In a very short time, the sales outreached all possible maximums made by prior automobiles. In 18 years, Ford Motors Company sold about 15 million vehicles of this Model (Batchelor 21).

The rise of the production volume asked for the change in the approach to the assembly line and mass production. With an opening of a huge factory in Highland Park, the Company had been keeping on modifying the process of production until it reached perfection for five years. The key target was to structure it. One worker passed his or her finished fragment of work to another until the vehicle was made. Even though the companies settled before had already implemented these features on the rudimentary level, The Ford was the first who perfected it.

The production intensified as soon as the flywheel magneto was regarded as the subassembly. While in the previous year it took twenty minutes for one individual to assemble the magneto, Ford’s innovations let the whole procedure get less by 4 minutes. He separated this process into twenty-nine stages, and after it was finished, the tool was moved on a conveyor belt. The scheme worked quite fruitfully, so the owner decided to go further and modernize the whole process of the car construction. After all, there were maintained forty-five sub-operations. The automobile construction time decreased to ninety-three minutes.

One of the problems that occurred during the construction were the cumbersome parts, which had to be handled somehow. The assembly supervisors also tried to solve it by taking light materials into the separate building. Such heavy parts as engines and axles stayed in a bigger premise. Then the board organized a special department, which would sort all the details according to its characteristics. Therefore, all the bulky pieces did not interfere with the work and prevented the production area from being cluttered up.

The struggles to intensify the massive production had not ended though. They considered that the assembly would get faster if the setting up would begin with the frame, wheels, and axles; then moving the whole chassis to the storage room and do not arrange the process vice versa. When the workers got used to the offered fashion of work, the company intended to put it on a streamline. With the use of skids, the workers put a frame and acquired wheels and axles. At the same time, the rest of the team worked on the subassembly details: put the steering gear, finished radiator and installed it properly (“Henry Ford Changes the World, 1908“). Finally, all these slight modifications put the vehicle assembly on a brand new level regarding speed and quality. Last but not least, the lowering of the time consumed by the one car, Ford succeeded to lessen the price, thus, making his brand even more irreproachable for the rivals.

Finally, Henry Ford managed to create the biggest automobile manufacturing in the USA. The constant strive for the perfection made it possible to turn the industrial history of the country upside down. A brand new vision of the future converted the role of the vehicle for the population so that it terminated to be an object of luxury and turned into a tool of comfort and accessibility.

Batchelor, Ray. Henry Ford, Mass Production, Modernism, and Design . Vol. 1, Manchester University Press, 1994.

Doctorow, Edgar L. Ragtime. Penguin, 2006.

Gorman, Robert F., editor. Great Lives from History: The Twentieth Century . Salem Press, 2008.

“Henry Ford Changes the World, 1908.” EyeWitness to History, 2005. Web.

Olson, Sidney. Young Henry Ford: Aba Picture History of the First Forty Years . Wayne State University Press, 2015.

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How American Icon Henry Ford Fostered Anti-Semitism

By: Becky Little

Updated: August 22, 2023 | Original: June 4, 2021

Henry Ford  revolutionized American manufacturing, bringing automobiles to the masses and creating a foundation for America’s middle class by pioneering liveable factory wages.

But his broader social legacy is complicated. In addition to those accomplishments, Ford used his leverage as an employer to try and aggressively socially engineer workers’ lives and “Americanize” those who had immigrated from elsewhere. Ford bitterly opposed labor unions, which he frequently described as a global Jewish conspiracy.

Indeed, as a vocal antisemite, he used his status as one of America's most well-known and trusted business leaders to systematically spread conspiracy theories about Jews. His screeds against Jewish people became so well-known at home and abroad that he is the only American whom Adolf Hitler compliments by name in Mein Kampf .

Ford Wage Increases Came With Strings Attached

A decade after Ford  incorporated the Ford Motor Company in 1903, he rolled out one of the biggest innovations in industrial history: the first moving assembly line for car production.

But while it dramatically reduced manufacturing time—from 12.5 hours to 93 minutes per car, allowing mass production of up to 10,000 Model T cars a day by 1925—it also made his workers’ jobs more monotonous and unsatisfying. The turnover rate at Ford’s Highland Park, Michigan factory soared to 370 percent.

To solve the problem, Ford realized it would be cheaper to raise wages (which at the time were competitive with those at other auto companies) than to continue hiring and training new people at the same pace. So on January 5, 1914, he announced that his company would double wages to $5 a day . The move proved seismic: By prompting wage hikes across the car industry, historians say, it gave American factory workers a crucial boost into the middle class, allowing many to afford their own Model Ts.

At the time, the business titan’s top priority was to stabilize his work force. “Ford’s only goal—and he says this…was to pay people enough money to make them not quit all the time,” says Elizabeth D. Esch, a professor of American studies at the University of Kansas and author of The Color Line and the Assembly Line: Managing Race in the Ford Empire . Before the $5 wage, the company had to hire 52,000 people a year just to maintain a workforce of 14,000. “That’s just not a feasible way to run a business,” she says.

While $5 a day was a generous factory wage at the time, it came with a substantial catch. Technically, workers’ pay remained less than or near $2.50 a day, and the extra money was a bonus they had to earn. The year Ford introduced the bonus, he established a company Sociological Department that sent inspectors to the homes of his employees—at this point, mostly male immigrants—to make sure they were living in a way Ford approved of. Workers were denied the full $5 a day if their wives worked outside the home, if their homes were unclean, if they displayed signs of drinking or gambling, if they took in boarders or if they didn’t contribute to a savings account.

This desire to control his workers, and his belief that he could “improve” them, would become characteristic of Ford’s management style.

Ford Forced Immigrant Workers into a Melting Pot

The inspections that came along with the $5 per day wage were a continuation of Ford’s ongoing efforts to “Americanize” his employees, most of whom were immigrants from Eastern and Southern Europe or Mexico. (Ford's own father emigrated from Ireland and his mother's parents came to the U.S. from Belgium.) In 1913, he established an English school for workers because he thought the company would be safer and more efficient if everyone spoke the same language—but also because he believed immigrants should abandon their own languages and cultural practices, says Matt Anderson , curator of transportation at the Henry Ford Museum. 

According to Rev. Samuel Marquis, the Episcopalian minister Ford hired to run the company's Sociological Department, attendance was compulsory, and a worker who hesitated was "laid off and given a chance for uninterrupted meditation and reconsideration. We seldom fail to change his mind." 

The school’s graduation ceremonies made the company's antipathy to cultural differences painfully clear. “You would go to the ceremony dressed up in what today would be considered a stereotypical costume for whatever country you might be from,” Anderson says. “And then you’d walk up behind the stage, which was literally a giant melting pot.”

Graduates would then change clothes and emerge wearing a suit and tie, “so it would look to the audience as though you’d gone into this pot and emerged an ‘American,’ whatever that meant in Ford’s mind at the time,” he says.

Segregation at Ford

The Ford Sociological Department and the home inspections disappeared by the early 1920s, at which point the $5 wage was no longer unique to the Ford company. Around this time, Ford started hiring more Black Americans, many of whom were moving north during the Great Migration , looking for economic opportunity.

Ford paid Black and white employees similar wages , but hired them for different jobs, believing Black people were inherently inferior and could only advance so far in the workplace, Anderson says. After Ford opened the River Rouge Complex in Dearborn, Black employees commonly labored in its foundry and forge, which were some of the most dangerous places to work. This, combined with the fact that Black employees couldn’t rise to executive levels, created de facto segregation within the company.

Segregation was common in many American companies during the time when Jim Crow laws were still in place in much of the nation. And because many other companies either wouldn’t hire Black workers or wouldn’t pay them the same wages as white workers, Ford actually got a reputation as being more progressive than he was.

“Even though he would say and do these terribly racist things,” Esch says, “because he would actually hire [Black] people and pay them wages—it was much harder work—but pay them the same wages as he paid these other immigrant workers or white workers, he got a good reputation.”

Violence Against Unions

By the time Ford began hiring more Black workers, his stance toward immigrants had changed. This started during World War I as he and other white American-born citizens became increasingly suspicious of German and Italian immigrants as possible enemies of the state. Ford became less concerned with “Americanizing” immigrants and more concerned with spying on them. This surveillance was also motivated by fears of unionization.

Ford opposed anything he saw as union organizing. When unemployed auto workers led a hunger march  to the Ford River Rouge factory during the depths of the Great Depression in 1932 to demand the right to organize, police and members of the Ford Service Department, Ford’s private police force, threw tear gas at them, sprayed them with fire hoses and opened fire. The police and Ford’s men killed four marchers and injured dozens, including one marcher who died later. In 1937, Ford’s police brutally beat union organizers for trying to pass out leaflets at the Miller Road Overpass outside the River Rouge plant. During the so-called Battle of the Overpass , Ford’s men threw one union organizer over the side of the overpass; the 30-foot drop broke his back.

This violent opposition to unions helps explain why the Ford Motor Company was the last major auto manufacturer to sign a contract with the United Auto Workers union in 1941. Ford opposed unions because he wanted control of employees’ wages and working conditions. But there was another reason, too: Ford believed unions were part of an international Jewish conspiracy.

Ford’s Legacy of Antisemitism

As waves of immigrants arrived in America in the late 19th and early 20th century, fears and biases grew in the public sphere. Ford, one of the wealthiest and most successful entrepreneurs in the world—and a major proponent of antisemitic conspiracy theories—gave legitimacy to some of these more virulent biases. He believed Jewish people had international control over unions, banks and the media, and that all were out to get him. In 1918, this paranoia motivated him to buy a struggling newspaper, the Dearborn Independent .

In 1920, Ford began publishing a weekly series called “The International Jew: The World’s Problem” on the paper’s front page. The series was based on an antisemitic hoax known as The Protocols of the Elders of Zion , which purported to reveal a global Jewish conspiracy for money and power. (In 1921, the London Times debunked the Protocols as a plagiarism largely based on a French political satire that didn’t mention Jewish people.) Ford continued his antisemitic series for several years and extended its reach by distributing the paper in Ford car dealerships around the country and republishing it in four booklets.

Ford’s essays and booklets helped fuel antisemitism in the U.S. and abroad. Hitler was a fan of Ford’s antisemitic writing, mentioning the carmaker by name in his own 1925 anti-Jewish manifesto, Mein Kampf . In 1938, Germany awarded Ford the Grand Cross of the German Eagle, the country’s highest medal for foreigners. Ford received the award for his “humanitarian ideals” and devotion “to the cause of peace, like [Germany’s] Führer and Chancellor has done,” according to the proclamation Hitler signed.

Ford’s name even came up during the Nuremberg trials when Baldur von Schirach, a former Reich youth leader of the National Socialist German Students League, described his own radicalization.

“The decisive antisemitic book which I read at that time and the book which influenced my comrades…was Henry Ford’s book, The International Jew ,” he said at his 1946 trial.

“In those days this book made such a deep impression on my friends and myself because we saw in Henry Ford the representative of success,” he continued. “In the poverty-stricken and wretched Germany of the time, youth looked toward America, and apart from the great benefactor, Herbert Hoover , it was Henry Ford who to us represented America.”

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Research Paper On Henry Ford

Type of paper: Research Paper

Topic: Model , America , Cars , Ford Motor , Workplace , Vehicles , Human Resource Management , Company

Words: 1600

Published: 03/29/2020

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Introduction

Life without cars in the modern world seems to be nearly impossible. Without cars, there would have been inefficiency and time wastage in the movement of people and goods from one point to another. However, one man contributed to the revolution of the transport system; Henry Ford. Ford is renowned for changing the lifestyle of the Americans the production system in the 1900’s by inventing some of the first automobiles. Furthermore, he made the cost of owning cars much more affordable for the average American citizen. This was made possible by the invention of a mass production assembling for Model T. The mass production technique was later adopted by several firms and it is still in use to-date. This is one of the greatest inventions in the automobile industry.

History of Henry Ford

Early life In July 30th, 1863, Mary Litogot Ford and William Ford got their first born son, Henry Ford, in Dearborn, Michigan. At a tender age, Ford was never interested in doing farm work such as tending to the crops and animals as he considered them so boring. Instead, he was so much interested in machinery work at the McCormick Mechanical Reaper. As other boys his age were deeply engrossed with sports, Ford would be playing with his favorite toys; tools and machines. Ford would dismantle machines and fix them back. At the age thirteen, Ford’s mother passed on twelve days after giving birth to her eighth child who also passed away. Her death made Henry so depressed since he blamed himself for her mother’s death as he felt he had done something wrong.

Early signs of interest in invention of cars

At fifteen, Henry was so determined to invent a car. His dislike for school made him not pass his eighth grade, and thus he ended up working for various machinery plants and thereafter built Edison Illuminating Company, which was a machine shop that majorly assisted the local farmers in repair of their steam engines. One of his first inventions was the Quadra Cycle, which he drove on June 4th, 1896. This was the sixth gas-powered car to be built in America. The Quadra cycle was important in facilitating the movement of people from one point to another. It proved to be faster than walking since people needed to travel long distances. This invention made transportation easier, faster and more convenient. However, Ford wanted to invent a car that would be readily available, durable and cheaper for the common citizen.

Establishment of the Ford Motor Company

In 1903, Ford established a motor company, Ford Motor Company, with other investors such as John and Horace Dodge. The starting capital of the company was twenty eight thousand dollars. The company was able to produce one thousand seven hundred Model A cars, which were very cost-friendly but still beyond the reach of ordinary American citizens. In a span of five years, the company had produced various models ranging from letter B to S. The Model N was the most successful with price of five hundred dollars while the Model K was least successful which was worth two thousand five hundred dollars. This acted as an eye opener to the company that for a mass market, the cheaper the car model, the more successful it is. Therefore, Ford Motor Company came up with the Model T. This sturdy four-cylinder horse powered car had a top most speed of forty-five miles per hour. It had red color on its body and gray and green on the rest of the parts. By 1903, the company had been able to sell about six hundred and fifty Model T cars. The model hit the market in 1908 and by 1926 the American motor industry had been flooded by this model of cars. This was made possible by offering of attractive prices of eight hundred and fifty dollars per car. This made the company make tremendous profitability.

Establishment of an assembly line

In 1908, automobiles were regarded to be preserves for the elite in the society. In 1913, Ford had built the Highland Park plant that would change this notion. This became the largest automobile plant at the time, and he came up with an assembly line. This was a new mechanism of manufacturing where workers were supposed to specialize in their area of operation. Therefore, one was to work on his field of specialization before the product could then be passed on to the next worker in the manufacturing process. This facilitated mass production of cars from the manufacturing plants. This made production of cars cheaper, faster and more efficient. On average, it approximately took ninety minutes to assemble a car by 1913. Eventually, the company would produce up to eight thousand cars daily. This represented an increase in manufacturing of cars by about forty per cent. The company was able to establish more plants in Europe, Japan, Australia, Canada and South America after 1913 so as to enjoy economies of scale in production. This made the company one of the largest car manufacturers in the world at the time. The efficiency of production due to the introduction of the assembly line made the prices of the Model T drop from nine hundred and fifty dollars to four hundred and ninety dollars that is roughly equal to eight thousand five hundred dollars worth of an automobile today. Ford paid his workers better than any other manufacturing firm. He paid about double what was being offered to workers at other firms as most of them were paid an average of two dollars and fifty cents after working for twelve hours. This prompted most laborers to beg to be employed at Ford’s company as it was well paying. He argued that if the workers were paid more, the company would be able to increase their job satisfaction. Therefore, this would reduce the rate of employee turnover. Through this industrial and economical criterion, the company made a profit of thirty million dollars. Thereafter, Henry concentrated on other world issues not related to the car industry such as advocating for peace at the onset of World War I by sending a peace ship to Norway. In 1917, Ford began to set up a mass production complex Rouge River in Dearborn that would be able to manufacture all car components in a single plant. After unsuccessfully running for the Senate seat in 1918, Ford named his son, Edsel Ford, as the president of Ford Company. He then began the publication of a journal named ‘The Dearborn Independent’, which was largely criticized for its demeaning remarks about Jews. People began demanding more luxurious cars, and this halted the production of Model T, which were replaced by Model A. A total of five million model A cars were sold in the first year of production. This was far much less than the sales of Model T. The Ford Foundation was established during this time as a centre of scientific research and for charity purposes. Funds were obtained from the sales of Model T. Large firms began to be established. Labor unions also came up to protect the workers against exploitation from their employers. The company’s workers had not joined any labor union. The workers protested in order be allowed to join one of the labor unions in 1937 but were beaten by people who were suspected to work for the company. The National Labor Relations Board accused the company of unfair labor practices. In 1941, Henry Ford signed a contract that would meet workers’ demand after the workers went on strike.

Demise of Henry Ford

Ford died a rich man at the age of eighty-three in 1947 with net worth of between five hundred million dollars to seven hundred million dollars. He will forever be remembered for changing the lifestyle of Americans into a much simpler life by coming up with the Model T that movement from one point to another very convenient.

The success attributed to the Ford Motor Company cannot be detached from the hard work and commitment of its founder, Henry Ford. His invention of the assembly line is what has made the company become the successful business that it is today. His legacy continues to supersede his death.

Works Cited

"American Experience: TV's most-watched history series” PBS. PBS, n.d. Web. 4 Mar. 2014. <http://www.pbs.org/wgbh/americanexperience/features/timeline/henryford/>. "DNR - Henry Ford: The Innovator - Background Reading." DNR - Henry Ford: The Innovator - Background Reading. N.p., n.d. Web. 5 Mar. 2014. <http://www.michigan.gov/dnr/0, 1607, 7-153-54463_18670_18793-53436--, 00.html>. "Ford." The Henry story. N.p., n.d. Web. 6 Mar. 2014. <http://www.ford.co.uk/experience-ford/Heritage>. "Henry Ford." About.com 20th Century History. N.p., n.d. Web. 5 Mar. 2014. <http://history1900s.about.com/od/1920s/p/henryford.htm>. "The Life of Henry Ford." The Life of Henry Ford. N.p., n.d. Web. 5 Mar. 2014. <http://www.hfmgv.org/exhibits/hf/>

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Much of Henry Ford Hospital research is translational in nature - from bench to bedside. To this end, our basic science studies run the gamut from whole animal physiology to cell and molecular biology to bioengineering with an emphasis on studies that can directly impact patient care. See the link to the left for a list of our research bioscientific staff.

Our population and health care research focuses on origins of childhood diseases, disease screening, prevention and management, health outcomes, disparities in care, and health economics. This group of researchers collaborates with members of the Henry Ford Medical Group as well as researchers in other states to enhance the quality of health care nationally. These studies are housed in the departments of Public Health Sciences and the Center for Health Policy and Health Services Research.

Henry Ford Hospital scientists and physicians participate in and lead many clinical trials which help us understand how to best treat diseases. This is the mechanism by which new and potentially life-saving drugs are tested for safety and therapeutic efficacy. Altogether, there are greater than 1,800 active studies approved by our IRB in our medical and surgical departments. By working together, doctor to doctor, nurse to doctor, researcher to physician, Henry Ford can maximize clinical innovations to provide the highest quality of care. The Clinical Trials Office serves to identify and implement strategies for growing clinical research. Clinical trials are coordinated and run by physicians and research nurses in the majority of Henry Ford Hospital departments. Internal Medicine divisions involved in running significant numbers of clinical trials are Allergy, Cardiology, Endocrinology, Gastroenterology, Hematology/Oncology, Infectious Diseases, Nephrology, Pulmonary Medicine and Sleep Medicine. Other departments with significant clinical research include Emergency Medicine, Dermatology, Neurology and Neurosurgery, and all of our cancer sub-specialties.

For more information, please contact Dave Lanfear MD, MS, Vice-President of Research at [email protected] .

Research at henry ford jackson hospital.

In partnership with colleagues from across the Henry Ford Health, the Department of Research at Henry Ford Jackson Hospital is the central resource for promoting, supporting and managing the production of high quality research within Jackson Hospital.

Research efforts at Henry Ford Jackson Hospital not only help to guide our institution’s performance improvement and quality assurance projects, but also support the Institutional Excellence Program, the Nursing Research Council, Graduate Medical Education and individual investigators in important projects.

Researchers at Henry Ford Jackson Hospital lead a variety of studies across multiple service lines, including oncology, neurology, dermatology and surgery (among others); the Department also coordinates industry-sponsored clinical trials for both pharmaceutical and medical devices.

Henry Ford Jackson Hospital Research Department staff and partners strive to be champions of excellence in all research activities, collaborating with local, industry, academic and regulatory partners to facilitate best practices in all research activities.

For more information about research at Henry Ford Health in Jackson, MI please email the Henry Ford Jackson Hospital  Medical Research Department

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Archival Collections

• All Collections
• A.B. Dick Company Records, 1884-1998
• Alvin A. Dunivent Photographs and Papers, 1904-1959
• American Road Marketing and Publicity Photographs Series, 1903-1964
• Automobile Plant Construction Photographs, 1918, 1940-1941
• Blair Nelson Collection on "Lucky" Lee Lott, 1958-1990
• Bobby Unser Papers, 1949-1995
• Cocheco Manufacturing Company Textile Print Sample Book Collection, circa 1880-1890
• Collection on Barney Oldfield, 1895-1949
• Comet Automobile Company Records, 1918-1920
• Connie Blomen Vice Presidential Campaign Collection, 1976-1977
• Dan Rubin Automotive Photographs, 1952-1997
• Dave Friedman Collection, 1946-2009
• Davis Family Photographs, 1900-1969
• Dearborn Independent Graphics Files, circa 1750-1926
• Detroit Publishing Company Collection, 1880-1936
• E-M-F, Flanders, and Studebaker Photographs, circa 1910-1914
• Earl Newberry Papers, 1921-1962
• Edsel Ford Automotive Scrapbook Series, 1911-1925
• Edward S. (Spider) Huff Records, 1906-1933
• Enrico Fermi Nuclear Power Plant Collection, 1952-1975
• Eva Tanguay Papers, 1885-1947
• Ford Motor Company Legal Office Patent Records, 1905-1951
• Ford Motor Company Plant Engineering Construction Photographs, 1913-1953
• Ford Motor Company Textile Laboratory Records, 1959-1969
• Ford Motorsports Records, 1957-1968
• Ford Rotunda Lantern Slides Series, 1948-1962
• Fruehauf Trailer Company Records, 1931-1969
• General Personal Records Series, 1823-1984
• H. J. Heinz Company Collection, 1874-1990
• Henry Austin Clark, Jr. Photograph Collection, 1896-1975
• Henry Ford Office Records - Engineering Lab Office, 1921-1952
• Herman Miller Collection, 1923-2006
• Irving R. Bacon Papers, 1863-1957
• Jan Kamienski Papers, 1922-1966
• Jenny Young Chandler Collection, 1890-1910
• Jens Jensen Drawings Series, 1914-1924
• John Burroughs Papers, 1854-1915
• John Clark Racing Photographs, 1994-2000
• John Margolies Roadside America Transparencies, 1973-2005
• John Tjaarda Papers, 1916-1962
• Josephine H. Dibble Murphy Papers, 1907-1961
• L.A. Weis Collection, 1950-1977
• Lyn St. James Papers, 1980-2010
• Morgan L. Gies Presidential Vehicles Photographs Collection, 1939-1966
• Peter Bryant Papers, 1964-2008
• Phil Harms Collection, 1896-2003
• Photographic Vertical File Series, 1890-1980
• Raymond Loewy Collection, 1956-1974
• Research Center Bookplate Collection, circa 1890-1910
• Research Center Drag Racing Photographs Collection, 1955-1963
• Selden Patent Lawsuit Collection, 1898-1955
• Topical Photographic Prints in Binders Series, 1903-1960
• Virgil M. Exner Papers, 1913-1986
• W. L. Reeves Blakeley Records, 1925-1928
• Wabash Railroad Travel Literature Collection, 1906-1959
• William H. McGuffey Papers, 1836-1894
• William M. Schmidt Papers, circa 1945-1972
• Willis Franklyn Ward Papers, 1941-1955
• Wise Family Papers, 1875-1955
• World's Fair Photographs Series, 1933-1964
• Wright Brothers Collection, 1867-2006