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Ford Model N
Ford Model N
Ford Model N
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Ford Model N
Overview
ManufacturerFord Motor Company
Also calledModel R
Model S
Production1906–1908
DesignerHenry Ford
Body and chassis
ClassEntry-level
Body style2-row phaeton
Powertrain
Engine149 cu in (2,440 cc) 15 hp (11 kW; 15 PS) Model N[1][2][3] straight-4
Transmission2-speed planetary[2][3]
Dimensions
Wheelbase84 in (213 cm)
Curb weight800 lb (363 kg) (1906); 1,050 lb (476 kg) (1907 Model N); 1,400 lb (635 kg) (1907 Models R and S)[2]
Chronology
PredecessorFord Model F
SuccessorFord Model T

The Ford Model N is an automobile produced by Ford Motor Company; it was introduced in 1906 as a successor to the Models A and C as the company's inexpensive, entry-level line. It was built at the Ford Piquette Avenue Plant.

The Model N diverged from its predecessors in that it was a front-engine car with a four-cylinder engine. The 15 hp straight-four drove the rear wheels via a long shaft. This was also the first American car to use vanadium steel.[4] The car had a wheelbase of 84 in (2,100 mm).

A successful model, 7000 cars were made before production ended in 1908. At US$500, the car was viewed as highly affordable at the time; by contrast, the high-volume Oldsmobile Runabout went for $650,[5] Western's Gale Model A was $500,[6] the Brush Runabout $485,[7] the Black $375,[8] and the Success for $250.[5] Maroon was the only factory color for the Model N.[3]

Model R

[edit]

The Model R was a higher trim level of the Model N with a larger body, wheels covered by full fenders, running boards,[2] and oil lamps. Model R was $650, $150 above the $500 base Model N. The Model R was a 1907 model year offering, and 2500 were sold.[2] Color was primarily dark green, with leather seats, brass fixtures, and a fuel tank holding 8 US gal (6.7 imp gal; 30 L). Other differences from the Model N included 30-inch (760 mm) tires, a rounded trunk, and a McCord mechanical oiler, rather than the Model N-style exhaust pressure oiler.[9][10]

Model S

[edit]
Henry Ford riding in a Model N in front of the Ford Piquette Avenue Plant in Detroit, c. 1906

Two Model S styles were produced, a runabout and a roadster. The S runabout first appeared late in the 1907 model year, and was similar to the Model R, selling for $50 less than the R, at $700. Both models were sold for a short time before the R was discontinued for model/fiscal year 1908. The S roadster, like the R, had fenders attached to running boards, and a mechanical oiler. Differences from the R included Model N-style 28-inch tires and the pointed trunk.

The Model S Roadster was based on the same chassis as models N, R, and S runabout before it. Making its appearance during Ford fiscal/model year 1908, the S Roadster had an enclosed cowl, full fenders and fender aprons, and a third "rumble" seat. Like R and S runabouts, the SR used a McCord pressure oiler. Like Model R, the S Roadster was equipped with 30-inch tires. The S Roadster and Model K Roadster were the last models produced during the summer of 1908 as Ford retooled and prepared for the advent of the Model T.[11] The S Roadster sold for $750. Extras such as a convertible top, gas lamps, and umbrella holders were available. 3,750 S Roadsters were sold between 1908 and 1909.

References

[edit]

Further reading

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ford Model N

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from Grokipedia
The Ford Model N was an affordable entry-level automobile produced by the from 1906 to 1908 as a successor to earlier models like the A and C, featuring a 149-cubic-inch inline-four L-head engine delivering 15 horsepower, a two-speed planetary transmission, and shaft drive, all offered in a lightweight two-seat runabout body starting at $500, which made it the bestselling car in the United States during its run and a key step toward mass-market motoring. Introduced in the spring of at Ford's Mack Avenue plant in , the Model N emphasized simplicity and durability with an 84-inch , full-elliptic leaf springs, vanadium steel components for strength, and a top speed of around 40-45 miles per hour, appealing to middle-class buyers whose annual wages averaged about $523. The base model's price rose to $600 by amid rising costs, but it retained features like a centrifugal water pump for cooling and optional headlamps, while right-hand drive and nickel-plated hardware added a touch of style without excess. In 1907, Ford expanded the lineup with the Model R, a more refined version at $750 featuring fenders and running boards, of which about 2,500 were built until October of that year, and the Model S roadster at $700 with full fenders, aprons, and a larger body, producing roughly 3,750 units through early 1909. Overall, the N-series (N, R, and S) totaled around 13,250 vehicles based on sales ledger records from Museum, helping Ford outpace competitors and refine techniques that would revolutionize the industry with the Model T in late 1908. This era marked Ford's shift from craft-based assembly to scalable production, solidifying its reputation for rugged, economical vehicles that democratized personal transportation.

Development and History

Origins and Design Influences

The Ford Model N emerged as a direct successor to the earlier Ford models A, C, and F, which had been relatively expensive and failed to capture a broad market, prompting Henry Ford to pivot toward a low-cost vehicle that could appeal to the average American. Introduced in 1906 and produced until 1908 with a total output of approximately 7,000 units, the Model N addressed the limitations of these prior offerings by emphasizing simplicity, reliability, and affordability to make automobile ownership accessible beyond the wealthy elite. Henry Ford's vision for the Model N was deeply influenced by the competitive landscape, particularly the success of ' , which had popularized inexpensive runabouts and demonstrated the potential for mass-market appeal since its debut at $650. Ford sought to undercut this benchmark with the Model N's $500 price point, aiming to "democratize" personal transportation by designing a practical car for ordinary workers rather than luxury buyers. This philosophy reflected Ford's broader goal of building a "universal car" that could transform daily life, drawing from his experiences with pricier models like the , which alienated potential customers due to high costs and complexity. A key innovation in the Model N's design was the introduction of vanadium steel, marking its first use in an American automobile and enabling stronger, lighter components that enhanced durability without added weight. This alloy, containing about 0.2% , offered a tensile strength of up to 170,000 pounds per square inch—nearly three times that of conventional carbon steels—while improving toughness and resistance to fatigue, which was ideal for and frame parts under everyday stresses. Ford's team first tested vanadium steel on Model N prototypes in 1906, inspired by its application in European racing cars; Henry Ford had encountered the material in 1905 while examining wreckage from a French race , leading to sourcing from English suppliers initially before domestic production began with the first U.S. poured at the United Steel Corporation plant in , that same year. Development of the Model N began in at Ford's newly constructed Piquette Avenue Plant in , a 67,000-square-foot facility that served as the company's first owned factory and hub for experimentation. Engineers, led by figures like C. Harold Wills, constructed initial prototypes there, iterating on designs through rigorous on-road testing to refine handling, reliability, and manufacturability before full production ramped up in 1906. This phase at Piquette emphasized and precision machining, laying essential groundwork for future techniques.

Launch and Early Production

The Ford Model N was unveiled at the New York Auto Show in January 1906 as an affordable two-seater runabout, priced at $500 and offered exclusively in maroon with black accents. This entry-level model marked a significant step toward Henry Ford's vision of mass-market mobility, featuring a lightweight design with a curb weight of 1,050 lb that enhanced its performance on early American roads. Production commenced at the Ford Piquette Avenue Plant in Detroit in July 1906, after delays from initial supply and manufacturing hurdles, with assembly conducted across multiple floors where workers progressed through stations to build chassis, engines, and bodies—an early precursor to the efficient assembly line methods later perfected by Ford. Output quickly ramped up to address surging demand, with approximately 2,194 units shipped to dealers by the end of the year, establishing the Model N as a commercial success in its debut period. The launch year presented notable challenges, including supply and manufacturing hurdles. The Model N also navigated a competitive landscape dominated by pricier American rivals like the Runabout at $650, as well as European imports that emphasized luxury over affordability, positioning Ford's simple, rugged design as a disruptive alternative for middle-class buyers.

Technical Specifications

Engine and Powertrain

The Ford Model N was equipped with a water-cooled, inline four-cylinder featuring a displacement of 149 cubic inches (2,440 cc) and producing 15 horsepower. The utilized an L-head design with cylinders cast in pairs and non-detachable heads, an aluminum , and a six-spoke cast-iron that also served as a cooling fan. Bore and dimensions measured 3.75 inches by 3.375 inches, respectively, enabling reliable performance in a lightweight chassis. Power was transmitted to the rear wheels through a shaft drive system, marking a significant advancement over the chain drives of earlier and improving efficiency and durability. The included a two-speed planetary transmission with reverse, operated via pedals and levers for intuitive shifting, which represented an early innovation in simplifying gear changes for everyday drivers. A centrifugal water pump, gear-driven from the , circulated , while the final drive incorporated bevel gears in a live rear supported by full-elliptic springs. Performance characteristics included a top speed of approximately 40-45 mph, suitable for the era's roads and contributing to the model's reputation for responsive handling. The vehicle relied on hand-crank starting, a standard method at the time that required careful procedure to avoid kickback injuries, and employed a basic system within the to maintain engine components. These features, combined with the 84-inch integration, ensured the Model N's was both accessible for and robust for prolonged use.

Chassis, Dimensions, and Body

The of the Ford Model N utilized an 84-inch and a configuration, with the frame constructed from to provide enhanced durability and resistance to stress under load. The four-cylinder engine was mounted at the front of this sturdy ladder frame, contributing to the vehicle's balanced handling. Initial production models in had a curb weight of approximately 800 pounds, which rose to 1,050 pounds by 1907 as reinforcements were added to the for greater robustness without significantly compromising the lightweight design. These dimensions—measuring about 115 inches in overall length, 63.5 inches in width, and 64 inches in height—made the Model N compact and agile for urban and rural roads of the era. The standard body was a minimalist open two-seater runabout, featuring a simple wooden structure without fenders or running boards to keep costs low and emphasize functionality. It rode on wood-spoke wheels with clincher tires. Inside, the runabout offered black leather upholstery for the single , while exterior appointments were sparse, with an optional single-piece available for added driver comfort and a factory-exclusive paint finish.

Production and Commercial Aspects

Manufacturing Process

The Ford Model N was manufactured primarily at the Ford Motor Company's Piquette Avenue Plant in , , where production began in July 1906. Initial assembly occurred on the third floor using hand-assembly methods, with workers moving from one stationary chassis to another to install components such as the engine, transmission, and body parts. This labor-intensive process relied on skilled craftsmen who performed tasks like fitting the 149-cubic-inch inline-four engine and attaching the wooden body framing, typically constructed from ash or oak sourced from regional suppliers to provide structural support for the runabout or touring body styles. To enhance efficiency, the plant transitioned to stationary "station assembly" techniques by 1907, where workers remained at fixed benches on the second and third floors while parts were brought to them via carts or overhead systems. This method, developed under the direction of works manager Walter E. Flanders and engineer Harold E. Wills, emphasized component standardization to achieve interchangeability—a key measure that allowed parts from different production runs to fit precisely without custom adjustments. Critical materials included for high-stress components like the and transmission gears, sourced from the United Steel Company in , and heat-treated on-site starting in 1907 to improve strength and reduce weight. Other elements, such as engines and transmissions, were produced at the nearby Bellevue Avenue Plant, while bodies, tires, and batteries came from external vendors to streamline operations. By 1908, production had scaled significantly, with the workforce of around 700 workers in 1906 growing to an average of 450, peaking at 609 employees (including a small number of women assembling magnetos) by October. Daily output evolved from hand-built units in the early months to semi-automated station assembly, reaching a high of 101 cars per day on June 4, 1908. This foreshadowed further innovations, as the plant conducted early experiments with a moving in July 1908 on the third floor, using skids and a towrope to shift Model N between stations—a precursor to the efficiency gains seen in the Model T. Over its run from 1906 to 1908, approximately 7,000 Model N units were produced, marking a substantial increase from Ford's prior models. Quality control focused on part gauging and testing for fit, though early production occasionally encountered issues like inconsistent engine cooling due to rudimentary radiator designs, which were addressed through iterative improvements in airflow and material quality.

Sales, Pricing, and Market Reception

The Ford Model N had a base price of $500 in 1906, rising to $600 in 1907 and 1908 amid rising costs, establishing it as the least expensive automobile available and undercutting rivals that often cost twice as much. This pricing strategy, combined with optional accessories like oil lamps or a folding top that added only $10 to $50, made the vehicle attainable for working-class buyers earning an average annual wage of about $523. Sales of the Model N totaled approximately 7,000 units over its three-year run, beginning with 712 vehicles in and reaching peaks in 1907 and 1908 as production scaled up at Ford's Piquette Avenue plant. These figures marked a substantial commercial success for Ford, surpassing the combined output of earlier models like the A, C, and F, and signaling the viability of mass-market automotive production. Market reception was overwhelmingly positive, with contemporaries praising the Model N's affordability, reliability, and rugged simplicity, which allowed it to outsell established competitors such as the curved-dash runabout. The vehicle's four-cylinder engine and shaft drive provided dependable performance on rudimentary roads, earning it favor among middle-class Americans and broadening to urban professionals and rural farmers alike. Distribution occurred primarily through Ford's expanding network of independent dealerships and , focusing on domestic and North American markets with minimal initial exports beyond the continent. This dealer-based approach facilitated rapid adoption by emphasizing local service and accessibility, contributing to the model's strong sales momentum.

Variants

Model R

The Ford Model R was introduced in April 1907 as an upscale variant of the Model N runabout, providing enhanced styling and comfort features to appeal to buyers seeking a more refined option within Ford's lineup. Priced at $750—$150 more than the contemporary Model N's $600 base price—it represented a higher-trim choice amid growing demand for affordable automobiles. A total of 2,500 units were produced from April to October 1907, marking it as a transitional offering before Ford shifted focus to subsequent models. Design upgrades distinguished the Model R from the base Model N, including a larger body with a wider for improved passenger comfort, full semi-enclosed fenders, integrated running boards replacing simpler side steps, and a half-round rear deck for storage and mounting. It also featured oil lamps mounted on the for illumination—powered by —and was finished in dark green paint with yellow-painted gear components, contributing to its more polished appearance. These additions emphasized practicality and without altering the core mechanical layout. The Model R retained key components from the Model N, such as the 149-cubic-inch inline-four engine producing 15 horsepower and an 84-inch , ensuring familiar handling and performance capable of speeds up to 40-45 mph. Equipped with 30-by-3-inch tires, a two-speed planetary transmission, and a right-hand setup with planetary gear reduction, it weighed approximately 1,050 pounds with full tanks and included an 8-9 fuel tank under the front . Positioned as a bridge to Ford's emerging lineup of more luxurious vehicles, the Model R helped the company test market appetite for premium trims while leveraging the success of its economical predecessor. Production concluded in October 1907 as Ford prepared for the revolutionary Model T.

Model S

The Ford Model S, launched in August 1907, served as the culminating variant in the Model N series, blending refinements from the Models N and R into more polished open-top designs while preserving the core mechanical simplicity that defined Ford's early affordable automobiles. Offered in runabout and roadster body styles both at $700, it introduced standard basic fenders for improved road protection and incorporated the McCord mechanical oiler system to simplify maintenance by automatically distributing to critical components. The Model S emphasized practicality and value, appealing to urban drivers seeking reliable transportation without luxury frills. The roadster style accounted for the bulk of sales, with approximately 3,750 units produced across both body styles from August 1907 to February 1909. This style featured a dedicated arrangement, enabling comfortable accommodation for two primary passengers plus optional jump seats for additional riders, enhancing its versatility for social outings. It rode on 28-by-3-inch tires for balanced stability and included subtle enhancements to the leaf-spring suspension, providing a smoother ride over uneven surfaces compared to earlier N-series models. Optional improvements in lighting, such as gas lamps and a tail lamp, further elevated for evening travel. Total production for the Model S reached about 3,750 units in both body styles, with assembly wrapping up in February 1909 to make way for the forthcoming Model T. Like its predecessors, it utilized the same 149-cubic-inch inline-four engine from the Model N, rated at 15 horsepower, ensuring consistent performance and parts commonality.

Legacy and Innovations

Technological Advancements

The Ford Model N introduced the use of vanadium steel in several key components, marking it as one of the first American automobiles to incorporate this advanced . This material, alloyed with , , and , achieved a tensile strength nearly three times that of conventional steels—running between 60,000 and 70,000 pounds per —with the vanadium alloy reaching up to 170,000 pounds per —enabling significant weight reductions without compromising structural integrity. Specifically, the Model N's front axle was drop-forged in one piece from vanadium-chrome steel, enhancing durability under load while contributing to the vehicle's overall lighter curb weight of around 1,050 pounds. This allowed for improved performance and longevity, setting a for material advancements in mass-produced vehicles. In the , the Model N shifted from the chain-drive systems prevalent in earlier to a shaft-drive configuration, which provided smoother power delivery, reduced noise, and lower maintenance requirements compared to chains that were prone to stretching and lubrication issues. This design drew from European precedents, such as the 1898 , the first gasoline-powered car to employ a , adapting the technology for reliable American road conditions. Complementing this was the vehicle's two-speed planetary gear transmission with reverse, a compact and efficient system that used to multiply without the complexity of sliding gears, enabling seamless shifts and better hill-climbing ability in a . These features collectively improved drivability, making the Model N more accessible for everyday use during its production from 1906 to 1908. The Model N also standardized an integrated front-engine layout in Ford's affordable lineup, positioning the inline four-cylinder engine longitudinally under the hood for optimal weight distribution and mechanical efficiency. This arrangement, with cylinders cast in pairs and a water-cooled system, integrated the powertrain closely with the pressed-steel frame, facilitating easier assembly in mass production while maintaining a low center of gravity for stability. European influences, particularly in shaft-drive adoption and gear efficiency, were refined here for high-volume American manufacturing, emphasizing simplicity and cost-effectiveness over bespoke craftsmanship.

Influence on Ford's Future Models

The Ford Model N served as a direct predecessor to the Model T, with production lessons from the Models N, R, and S directly informing the 1908 launch of the Model T through refinements in design simplicity, cost reduction, and manufacturing efficiency. Approximately 7,000 Model N units were produced between 1906 and 1908, allowing Ford to experiment with early techniques that pushed vehicles along as workers added components, a process that scaled up significantly for the Model T. The Model N's pricing at $500 established a benchmark for affordability, influencing the Model T's initial $850 as part of Henry Ford's strategy to make automobiles accessible to the average buyer, though further innovations later reduced costs below that threshold. Commercially, the Model N's success generated substantial profits for Ford, becoming the company's best-selling model in 1906 and 1907, which provided the financial foundation to fund for subsequent innovations like the Model T. This profitability validated the viability of producing low-cost vehicles for the mass market, cementing Ford's position in the emerging affordable car segment and enabling reinvestment in expanded facilities. In the long term, the Model N influenced Ford's mass production philosophy by demonstrating the potential of standardized, high-volume manufacturing, serving as a stepping stone from its 7,000 units to the Model T's production of over 15 million vehicles by 1927. These experiences shaped Ford's commitment to efficiency and scalability, laying the groundwork for the revolutionary moving assembly line introduced in 1913. The Model N also held cultural significance as an early symbol of the shift toward personal mobility in early 20th-century America, making reliable transportation feasible for middle-class families and broadening automobile ownership beyond the elite. Surviving examples are preserved in institutions such as museum and the National Museum of Transportation, underscoring their role in automotive history.

References

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