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homefashionss · 10 months

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The Untold Story: How Lincoln Cars Revolutionized the Automotive Industry

When we think of American automotive brands, names like Ford and Chevrolet often come to mind. However, there is one iconic brand that often goes unnoticed but played a significant role in revolutionizing the automotive industry - Lincoln. Founded in 1917 by Henry M. Leland, Lincoln cars quickly made a name for themselves with their luxury, elegance, and attention to detail.

One of the most notable contributions of Lincoln to the automotive world was their introduction of several innovative features that are now standard in modern vehicles. For instance, it was Lincoln that first brought power windows to the market back in 1940. This revolutionary feature not only added convenience but also improved safety by allowing drivers to keep their full attention on the road workshop manuals.

The Rise of Lincoln Cars

The rise of Lincoln cars marks a pivotal moment in the history of the automotive industry, where elegance met innovation to redefine luxury on wheels. While many are familiar with the iconic Lincoln Continental, few know the untold story behind its creation and the lasting impact it had on car manufacturing. One fresh insight is that Lincoln cars were not initially intended to be luxury vehicles. In fact, when Henry Leland founded the company back in 1917, he aimed to produce Liberty aircraft engines during World War I.

It was not until after the war that Leland decided to transform his factory into an automobile production plant. Despite facing initial financial setbacks and fierce competition from brands like Cadillac and Packard, Leland's determination and attention to detail eventually set Lincoln cars apart. From their distinctively sleek designs to their groundbreaking engineering achievements, such as being one of the first car manufacturers to adopt V12 engines, Lincoln quickly became synonymous with high-quality craftmanship and sophistication on American roads.

The Birth of a Legend: Henry Leland

The birth of a legend: Henry Leland. He was an influential force behind the rise of Lincoln cars and the subsequent revolution in the automotive industry. Leland, a machinist turned business tycoon, had a vision that went beyond manufacturing automobiles; he sought to redefine luxury and precision engineering.

Under Leland's guidance, Lincoln Motor Company emerged as a pioneer in several groundbreaking innovations. One such innovation was interchangeable parts production – a concept that drastically reduced costs and allowed for efficient and speedy assembly line production. This revolutionary approach not only transformed the way cars were manufactured but set new standards for other automakers to follow.

Innovations that Changed the Game

When we think about revolutionizing the automotive industry, certain names come to mind: Ford, Tesla, Toyota. However, one name that often goes unnoticed is Lincoln. While not as widely recognized as its competitors, Lincoln has played a significant role in innovating the automotive landscape and reshaping what we know about luxury vehicles.

One of the key innovations that set Lincoln apart was their introduction of the automatic transmission in 1940. This groundbreaking technology eliminated the need for drivers to manually shift gears while driving, opening up a new level of convenience and ease on the road. Furthermore, Lincoln's commitment to safety cannot be underestimated either. In 1955, they became one of the first automobile manufacturers to offer seat belts as standard equipment in all their vehicles. These safety features were well ahead of their time and would later become industry standards.

Setting New Standards in Luxury

Lincoln cars have long been associated with setting new standards in luxury, but many are unaware of the untold story of how they revolutionized the automotive industry. The brand's commitment to elegance and craftsmanship has consistently pushed boundaries, redefining what it means to drive in style. From the iconic Continental to the modern Navigator, Lincoln has paved the way for a new era of sophisticated driving.

One key aspect that sets Lincoln apart is their dedication to creating a truly personalized experience for their customers. Unlike other manufacturers who mass produce vehicles, each Lincoln car is built with meticulous attention to detail and tailored to individual preferences. This level of customization was virtually unheard of when Lincoln first introduced it, but now it has become an expectation among luxury car buyers.

Lincoln’s Impact on American Culture

Lincoln cars are more than just vehicles; they represent a storied history that has revolutionized the automotive industry. While many associate Lincoln with luxury and elegance, few people realize the profound impact these cars have had on American culture. Beyond being a symbol of prestige, Lincoln cars played a significant role in shaping transportation standards and setting new benchmarks for innovation.

One of the key contributions made by Lincoln to the automotive industry was their introduction of advanced safety features. In 1955, Lincoln became one of the first car manufacturers to offer seat belts as standard equipment in their vehicles. This move not only improved passenger safety but also set a precedent for other automakers to follow suit. Furthermore, Lincoln's commitment to safety extended beyond seat belts; they continued to invest in research and development to introduce cutting-edge technologies such as anti-lock brakes and airbags over subsequent decades.

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detroitlib · 5 years

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Packard Co. file photograph of two 1937 one twenties, with owner, wearing a Shriner's fez, pictured at the Packard plant. Inscribed on photo back: "Left; Packard one twenty, fifteenth series, model 120-C, 8-cylinder, 120-horsepower, 120-inch wheelbase, 2-person business coupe (body type #1098), note 1937 California license plate #MN-41-61, license plate frame, right; Packard one twenty, fifteenth series, model 120-C, 8-cylinder, 120-horsepower, 120-inch wheelbase, 5-person touring sedan (body type #1092), note 1937 California license plate #MN-41-57, license plate frame, setting: Packard Motor Car Co. Detroit Mich."

Courtesy of the National Automotive History Collection, Detroit Public Library

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nbula-rising · 3 years

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Abandoned_Packard_Automobile_Factory_Detroit The Packard Automotive Plant, also known as Plant #10, is a former automobile-manufacturing factory in Detroit, Michigan, where luxury cars were made by the Packard Motor Car Company and later by the Studebaker-Packard Corporation. https://en.wikipedia.org/wiki/Packard_Automotive_Plant

#ruins #detroit

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stephaniebuer · 4 years

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CN Rail, will be available as a print from @1xrun today!! The print is part of a series of works available throughout the month of March celebrating and promoting Women artists and I am so excited to be a part of it! . This drawing is part of a larger body of work, about the old Packard Automobile Plant, in Detroit. A place that is near and dear to my heart. I’m very excited to be releasing a print of a drawing too, it’s pretty rare so I am super stoked about that! . They will be available today at Noon EST thought @1xrun Go check it out, along with all the other rad female artists they’re celebrating in this release and maybe pick up some new, beautiful works! 🤘🏼✨❤️ . #fineartprints #internationalwomensday #femaleartist #1xrun #drawing #charcoaldrawing #landscapes #urbanlandscape #packardplant #detroit #art #stephaniebuer #artist #artistoninstagram https://www.instagram.com/p/B9raxSyBzlU/?igshid=1scjchar1hhtv

#fineartprints #internationalwomensday #femaleartist #1xrun #drawing #charcoaldrawing #landscapes #urbanlandscape #packardplant #detroit #art #stephaniebuer #artist #artistoninstagram

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cooperhewitt · 5 years

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Hero to Zero: A History of Plastics

Written by Penny Sparke

The story of plastics starts in the nineteenth century with the patents for a number of semisynthetic materials. The aim was to bring luxury goods—previously made of expensive, handcrafted, natural materials—within the reach of the socially mobile nouveau riche. The new products—jewelry, pin boxes, hair ornaments, picture frames, mirrors, combs, and many more—brought unbridled pleasure to their owners through conspicuous consumption, ownership, and the associated social status.

(left) Birdcage (China), ca. 1901; Made by Liang Qichang (dates unknown); Buffalo horn (vertical bars), lacquered bamboo (horizontal hoops bracing bars), ivory, tortoiseshell (with substrate of silver leaf on vermillion on wood), cedar wood, various metals (brass, possibly paktong, white metal), jade, glazed porcelain; H x diam.: 86 x 39.4 cm (33 7/8 x 15 1/2 in.); Cooper Hewitt, Smithsonian Design Museum; Gift of Mrs. Herman Frasch, 1916-12-1-a/f. (right) Comb (Peineta) (Cuba), 19th century; Shaped and pierced tortoiseshell; H x W x D: 26 x 23.5 x 3 cm (10 1/4 x 9 1/4 x 1 3-16 in.); Cooper Hewitt, Smithsonian Design Museum; Gift of Belmont Freeman, for the family of Maria Magdalena Kjellesvig González de Freeman, 2018-41-1

Now in the early twenty-first century, the multiple plastics that surround us on a daily basis are more likely to evoke guilt than pleasure. The painfully slow degradability of the fully synthetic plastics and the complex plastic blends from which our running shoes, shopping bags, computers, food packaging, picnic plates, automobile components, and a myriad of other items in daily use are constructed, have engendered huge environmental problems. With less than a fifth of the total amount being recycled, the rest is left to inflict untold damage on the planet’s animal and plant life.

That dramatic turnaround in attitudes toward plastics happened in little over a century. It mirrored the general shift that occurred with the growing realization that the rampant consumerism that had driven social change and economic growth from the nineteenth century onward had a flipside, and that, in acquiring our material comforts, we were inadvertently destroying the natural environment on which we depend for our survival. From the 1960s onward, partly through writings such as Rachel Carson’s 1962 book Silent Spring, which alerted us to the growing quantities of toxins in our environment, and Vance Packard’s study of two years earlier, The Waste-Makers, an outcry against built-in obsolescence, an awareness gradually grew about the damaging effects of the double-edged sword that was consumer capitalism.

Plastics have not always been the enemy, however. During the greater part of the twentieth century, we welcomed plastic products into our homes, offices, and cities on a massive scale. They were carriers of the message of modernity and they brought with them a link to the progressive world of advanced technology and the wonders of science. The widespread acceptance that they received was largely a result of the forms bestowed on them by industrial designers. Unlike handworked wood, for example, which can take on only certain forms, plastics lack an innate shape or color and have a fluidity that gives them a huge flexibility.

Before they became the heroes of the modern world, however, plastics had performed a range of other roles. Natural plastics—amber, horn, wax, shellac (from the “lac” beetle), gutta-percha (from the Palaquium tree), ivory, and tortoiseshell, for example—went back to antiquity. Amber, usually used for jewelry, was mentioned by the ancient Greek Pytheas, in the fourth century BCE. Natural plastics were joined in the mid-nineteenth century by the semisynthetics, among them vulcanite (rubber with sulphur added), which was widely used for imitation jet jewelry; casein (made from milk curd), which took on many shapes and colors and which was also used widely as a substitute for more precious materials; and celluloid, once again a favorite substitute, but the properties of which (apart from its flammability) also made it the perfect material for billiard balls and photographic and cinematic film. Semisynthetics acted either as stand-ins for natural materials or as utilitarian substances facilitating other new developments. When the first fully synthetic phenolic polymer—Bakelite—appeared in 1907, it followed the latter route, becoming the perfect material for the new electricity industry.

(left) Radio Nurse Intercom Speaker, 1937–38; Designed by Isamu Noguchi (American, 1904–1988); Manufactured by Zenith Radio Corporation (Chicago, Illinois, USA); Molded Bakelite, metal; H x W x D (without cord): 19.8 x 17 x 16 cm (7 13/16 x 6 11/16 x 6 5/16 in.); Cooper Hewitt, Smithsonian Design Museum; Gift of Mel Byars, 1991-59-61. (right) Baby Brownie Camera and Packaging, ca. 1934; Designed by Walter Dorwin Teague (American, 1883–1960); Manufactured by Eastman Kodak Company (Rochester, New York, USA); Molded Bakelite, metal, glass; H x W x D: 8 x 8.5 x 7.3 cm (3 1/8 x 3 3/8 x 2 7/8 in.); Cooper Hewitt, Smithsonian Design Museum; Gift of George R. Kravis II, 2014-25-4-a,b

Patriot Radio, 1940; Designed by Norman Bel Geddes (American, 1893–1958); Manufactured by Emerson Radio and Phonograph Corp. (New York, New York, USA); Cast phenolic resin (Opalon), molded urea plastic, molded cellulose acetate, embossed acetate, metal; H x W x D: 20.3 x 27.9 x 14 cm (8 x 11 x 5 1/2 in.); Cooper Hewitt, Smithsonian Design Museum; Gift of George R. Kravis II, 2014-10-1

All that was to change in the 1920s, when industrial designers began to transform plastic products into magical objects. Emerging from the commercial backgrounds of advertising and window display, the new American designers—Norman Bel Geddes, Raymond Loewy, and Harold Van Doren among them—already knew how to meet the symbolic requirements of consumers. They created meanings and identities for a range of new plastic products emanating from the new technology-driven industries. In the words of Jeffrey Meikle, “Americans viewed plastics as miracle materials from which to shape the contours of a desired future.”[i] Raymond Loewy’s 1929 redesign for the Gestetner duplicator boasted a new Bakelite body-shell, which brought the object’s mechanical parts together into a single visual entity. Bakelite was soon joined by a range of new phenolic plastics in a rainbow of colors, among them Catalin, which was used for toys and jewelry, and a number of urea formaldehyde resins, among them Vinylite, which also introduced new possibilities for colored products. While plastics and design developed a natural synergy with each other, the former were also the perfect vehicle for the 1930s product style called “streamlining”—a modern aesthetic applied to automobiles, refrigerators, and a wide range of smaller mass-produced plastic objects with bodyshells, such as radios—as its rounded forms meant that products could be removed from their molds with ease.

Child’s Chair, 1964; Designed by Marco Zanuso (Italian, 1916–2001) and Richard Sapper (Italian, 1932–2015); Manufactured by Kartell S.p.A. (Milan, Italy); Polyethylene

Plastic products suffered a setback in the immediate post–World War II years when, for a few years, consumers looked to the comfort provided by traditional goods and the authenticity of natural materials. It was a short-lived interlude, however, as designers once again came to the rescue of plastics and rehabilitated the materials as the symbols, once again, of modernity, progress, and optimism. That rehabilitation took place not in the United States, but in Italy, where an indigenous plastics industry had developed in the 1930s when economic nationalism prevailed. Postwar, through the visual innovation of its products, Kartell, the manufacturer of plastic products, became preeminent in the field, in 1953 employing designer Gino Columbini, who made mundane products like colanders and lemon squeezers look like enticing items of modern sculpture. The main challenge to Italian designers was to make large items, such as chairs, completely out of plastics. Kartell took on designer Marco Zanuso to address that task and in 1964 the company launched a polyethylene child’s chair (above), which soon inspired others to follow suit, among them Vico Magistretti, who created the Selene chair out of ABS plastic for Artemide in 1967, and Joe Colombo, who designed chair model 4867 for Kartell in the following year. The minimalist aesthetic they developed, which featured sleek surfaces, organic curves, and bright colors, became the aesthetic for modern plastic products in the 1960s and returned to the materials the reputation for high quality and modern sophistication that they had previously enjoyed in the U.S. in the 1930s.

Model 4860 Stacking Side Chairs, 1967; Designed by Joe Colombo (Italian, 1930–1971); Manufactured by Kartell S.p.A. (Milan, Italy); Injection-molded ABS plastic, rubber; H x W x D: 72 × 43.3 × 43 cm (28 3/8 × 17 1/16 × 16 15/16 in.); Cooper Hewitt, Smithsonian Design Museum; Gift of Dr. Herbert Appel, 1986-115-1,2

The oil crisis of 1973 marked the end of the easy accessibility of plastics. That decade also saw the beginning of a popular concern with environmental issues, among them the release of toxins into the atmosphere, the depletion of natural resources, and the excessive production of damaging waste materials, including plastics, which were slow to degrade. While efforts were made to ensure that they could be recycled, the quantities in which they were used for everyday purposes, such as packaging, made that challenging. By the 2000s, the need for symbolism in everyday goods had been overtaken by an interest in ecology, and it became clear that plastics could not, like natural materials, return to the earth from which they had come. As a consequence, plastics ceased to be the miraculous messengers of modernity and became the enemy. Our relationship with them is unlikely to ever be the same again.

Penny Sparke is professor of design history at Kingston University, London. She received her PhD in Design History in 1975 and taught the subject from 1975 to 1999. She has given keynote addresses, curated exhibitions, and broadcast and published widely. Her publications include The Plastics Age: From Modernity to Post-Modernity (1990) and An Introduction to Design and Culture, 1900 to the Present (4th edition 2013).

This article was originally published in the Summer 2019 issue of Design Journal, Cooper Hewitt’s biannual magazine.

Notes

[i] Jeffrey Meikle, “Plastics in the American Machine Age,” in The Plastics Age: From Modernity to Post-Modernity, ed. Penny Sparke (London: Victoria & Albert Museum, 1990), 42.

from Cooper Hewitt, Smithsonian Design Museum https://ift.tt/2nzpmdF via IFTTT

#cooper hewitt #design conversations

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harman12preet · 3 years

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Chrysler Automatic Transmission Innovations Chrysler Automatic Transmission Innovations

Source code: https://justpaste.it/2abgy

An automated or At transmission is a multi-pace transmission to be used in motor cars. These cars no longer require the driving force to intrude to shift below ordinary using conditions. Chrysler’s Automatic Transmission Innovation typically consists of a gearbox, axle, and differential in a single incorporated package, making it technically a transaxle. So it will become critical to speak about the pioneers of AT. Here we are able to talk about Chrysler's Automatic Transmission Innovations.

The 1st Chrysler automobile got here in 1924. Components consisting of oil filters and high-compression engines made them superior at that time. The length between 1920 and 1930 changed into the golden technology for those motors. In 1930 airflow fashions got here into the photo with a one-of-a-type aerodynamic body. The layout carefully follows the aerodynamic style. The Chrysler plant additionally produced battle cars in World War II. Post-1950, the automobile fashions were given updates with superior technologies. The end result changed into the smoothness in automobile designs at the side of the trendy ones. 1960 changed into the 12 months while small motors got here. In 1970 Chrysler got here with the Chrysler Cordoba.

Dodge Aries, in addition to Plymouth Reliant, got here in 1980. These have been small in addition to being more fuel-efficient. In the 90s, they released more recent fashions consisting of the Dodge Ram, Jeep fashions, and Dodge Viper sports activities motors. These have been the maximum worthwhile and top-appearing automobile agencies withinside the US. Some time surpassed among the Chrysler fashions that began out the fashion and the transition to automated transmission options. Chrysler’s Automatic Transmission Options got here upon choosing cars, observed via the means of the PrestoMatic after which the HyDrive in 1953.

READ MORE: Used car Transmission

Chrysler Automatic Transmission – TorqueFlite

TorqueFlite is Chrysler’s automated transmission. TorqueFlite made sizable use of torque converters in addition to a Simpson tools set. The transfer to automated choice via the means of Chrysler occurred at some stage in the Fluid Drive innovation. The riding approach has a hydraulic grab utilized in the region of the flywheel. This eradicates torque multiplication via an up to date torque converter. Several semi-automated transmissions got here up in 1941, consisting of Presto Matic, Hy Drive, and M4 Vacamatic. Different fashions got here to decide on vehicles. The very first automated transmission(AT) got here in the image around 1954.

In the arena of automated transmissions, GM Motors got here with Oldsmobile Hydramatic. Soon, Packard Ultramatic, and Studebaker Drive additionally got here with automated transmissions. Automatic transmission fluid offers the stress to set off the belts and clutches that decide the vehicle’s tools. It now no longer has the most effective cools however additionally lubricates the components of the automated transmission. In addition, it enables withinside the right riding revel in the vehicle. The pressure educate acts just like how a grab capabilities in a guide transmission. The fluid locks and unlocks the gears to well transfer among the velocity ratios. This extrade is automated and the motive force has no function in it.

Chrysler AT Features

In 1956, greater superior and brilliant automated transmission alternatives got here. This became the year for the release of the Torqueflite automatic transmission. Also, the 2-pace version graduated to a 3-pace version. Soon after it was switched to a 4-pace after which a 9-pace automated version. In an automated transmission, the tools alternate. Other essential acts like automobile pace, the placement of the throttle, and engine pace are user-friendly. Benefits of AT include:

Easy operation

Less protection required

Very smooth to pressure an AT car

No chance of engine stalling

Chrysler’s listing of the maximum famous automated transmissions are:

727 TorqueFlite

8-pace Ram transmission

727 AT

8-pace TorqueFlite

9-pace AT

8-pace Dodge transmission

Mopar 4-pace AT

4-pace Dodge AT

Jeep Grand 8-pace AT

Chrysler Grand AT

TorqueFlite AT

Conclusion

Chrysler is the topmost automobile logo with its precise improvements. It has contributed plenty and is a primary participant in the improvement of the car industry. The timeline of this innovation length in particular came about from 1992 and persevered thereafter. During this length, electric powered ignition starters had been invented to update the usage of hand cranks. Also, many comparable improvements came about parallelly. The AT changed into introduced, as a result, the engine began out with simply the rush of a button. All this led to Chrysler vehicles turning into a famous logo recognised for his or her superior technical improvements. Hope you discover the fee in the statistics furnished here. You may have a hobby in Transmission Replacement Costs.

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twoguysandaride · 4 months

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youtube

Hunter Engineering - SEMA Mfg Spotlight Part 1

Hunter Engineering - SEMA Mfg Spotlight Part 1 - Tire changers and balancers and wheel alignment.

Hunter Engineering Company owes its beginnings to a discharged automobile battery. Lee Hunter Jr., a 23-year-old St. Louis architecture student, found himself frequently confronted with car battery failure in his Packard convertible.

When experts said it couldn't be done, Lee Hunter invented a way to quick charge automobile batteries. He then went on to build a highly successful company to manufacture and sell his other inventions that would soon after revolutionize the automotive service industry.

Today, Hunter Engineering Company designs, manufactures and sells a wide range of auto service equipment for a global market. Hunter products include PC- and Windows®-based wheel alignment systems, computerized wheel balancers, versatile tire changers, on- and off-car brake lathes, feature-packed vehicle lifts and money-saving inspection equipment.

Hunter employs the largest quality assurance team in the industry. Every Hunter product undergoes months of intense quality testing prior to release to ensure accuracy and durability.

Once a new product has passed all of the stringent testing and is released to production, the quality team in each plant works with the design and manufacturing teams to develop processes and tests to ensure every unit that leaves our plant is perfect. Quality is the job of every team member in the plant, from careful inspection of parts and raw materials at receiving to packing the finished product. It’s our mission to deliver a product that will be perfect out of the box and deliver years of reliable service.

#automation #robotics #cloudcomputing #supplychain #logistics #manufacturing #industry40 #futureofmanufacturing #huntermanufacturing #autorepair #carrepair #mechanic #carmaintenance #automotiverepair #autobodyshop #carwash #autoparts #cardealership #autoinsurance #caraccident #carstereo #carmods #cardetailing #carwash #carpooling #carcamping #carphotography #carshow #carlovers

#youtube

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detroitlib · 6 years

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Packard Co. file photograph of a 1937 Packard left side view, owner Col. Roscoe Turner standing at driver's door. Inscribed on photo back: "Packard one twenty, fifteenth series, model 120-C, 8-cylinder, 120-horsepower, 120-inch wheelbase, 5-person touring sedan (body type #1092), note center bumper guard, fender mounted parking lights, automatic radiator shutters, fender wells, 6-wheels, white sidewall tires, wheel discs, Col. Roscoe Turner (b. Corinth, Miss. 1895-d. Indianapolis 1970), pioneer aviator, set numerous speed records, won Thompson Trophy race 1934, honored at home & abroad, setting: Packard Motor Car Co. Detroit, Mich."

Courtesy of the National Automotive History Collection, Detroit Public Library

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karingudino · 3 years

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Thank Texas for Taking Elon Musk Off Our Hands

California Is All of the Richer for Shedding the World’s Fourth Wealthiest Particular person

Thanks, Texas, for taking Elon Musk off of California’s palms.

Maybe that response surprises you. In spite of everything, your state leaders declared victory when Musk, chief of Tesla and SpaceX, introduced the transfer of his private residence from L.A. to Austin. And it might appear unusual for our state to not even blink as we watch the world’s fourth-richest particular person stroll out the door.

However our sanguine response is definitely an indication of two issues: our rising recognition of the hazards of residing amongst the very wealthy, and the truth that we all know this billionaire higher than you. So with our thanks for giving the wealthiest Californian a house comes this pleasant recommendation: Watch your again, Texas, as a result of Mr. Musk will mess with you.

Musk’s exit is totally different than different California-to-Texas strikes, about which we really feel much less good. The departures of so many firm headquarters—Oracle, Hewlett Packard Enterprise, McKesson, Schwab, and Jamba Juice are solely the newest—value us high-wage jobs, and mirror actual issues with excessive prices, heavy rules, and convoluted governance that may make doing enterprise right here depressing.

Even worse, many youthful working-class Californians—the individuals who as soon as outlined our state’s ambitions—have relocated to your state, the place they discover cheaper housing and higher faculties among the many culturally numerous suburbs of Dallas, Houston, and San Antonio. This pattern factors to Texas’ actual benefit—a governing system that provides extra energy to localities, a few of whom skillfully employ their discretion to take a position sooner or later.

Whereas these losses to Texas are lamentable, Musk’s exit is of a completely totally different character. California, in spite of everything, has a scarcity of housing, not billionaires. And whereas many individuals go away California as a result of they will’t afford it anymore, Musk is leaving as a result of Californians lastly discovered that we couldn’t afford him.

He cultivated the picture of the lone, self-made innovator, when he was truly California’s greatest welfare case because the railroad barons.

Musk could also be price greater than $100 billion—however he’s even richer in hypocrisy and ingratitude. He cultivated the picture of the lone, self-made innovator, when he was truly California’s greatest welfare case because the railroad barons.

Musk’s three signature firms—SpaceX, Tesla, and SolarCity—have been constructed with billions of {dollars} in authorities contracts, subsidies, and different largesse. The federal authorities supplied a lot of this, together with low-interest loans that stored Tesla from folding through the Nice Recession. Nevada additionally gave Musk greater than $1 billion for a battery manufacturing facility.

However it was California that showered him with cash and supplied rules that favored the electrical automobiles and photo voltaic panels his firms promote. Tesla has lined working losses by promoting different automotive firms the emissions credit it will get underneath California’s cap-and-trade market. California tax credit additionally sponsored the purchases of Tesla automobiles and the event of vitality storage expertise.

But all of California’s help didn’t make Musk a superb citizen of our state. Musk has compromised worker safety at Tesla’s Fremont plant, flouted securities laws, and sabotaged unionization of his workers. He’s additionally an unrepentant peddler of misinformation to his enormous Twitter following.

Most of all, Musk is California’s Frankenstein, the monster we created that then turned in opposition to us.

Even after taking a lot authorities cash, he routinely blasts our funding of security internet applications. Even after benefiting from our rules, he’s accused California of over-regulating and demanded we “get out of the way in which” of innovators. And he has undermined public tasks by pretending he had solutions for the state’s most bedeviling issues. He touted unproven Hyperloop expertise as a less expensive different to high-speed rail (his paper on the subject stopped earlier than detailing how it could work), and he claimed he may remedy visitors issues by digging big tunnels underground.

When the pandemic hit this yr, his habits towards California turned from hostile to unforgivably merciless.

He railed in opposition to the federal financial aid packages that tens of millions of Californians wanted—after which took cash from those self same packages. He accused California, in pursuing COVID restrictions, of fascism and authoritarianism, whereas he exchanged pleasant messages with the California-hating authoritarian within the White Home.

Worst of all, Musk set a harmful instance by defying the stay-at-home orders that required the closing of his Tesla manufacturing facility in Fremont. He reopened the plant, a choice which can have produced a COVID-19 outbreak there. (Musk himself would later get the virus.) Unbowed, Musk stored criticizing California’s COVID-19 response, and added the menace to go away for Texas, the place SpaceX already had two amenities. This fall, he made good on that menace.

On his means out, he broke all world information for chutzpah. He claimed he was leaving as a result of California didn’t sufficiently help firms and innovation, regardless of all of the backing the state has given him. He portrayed his departure as a righteous protest in opposition to California’s infringement on freedom—by no means mentioning Texas’ lack of revenue taxes, and up to date will increase in his compensation bundle. And in a pot-calls-out-kettle second, Musk had the gall to accuse California of being “entitled.”

So we shouldn’t be unhappy to see him go.

However his brash model of nonsense and blame-shifting appears good for you, Texas. The state that requested the Supreme Courtroom to cancel tens of millions of votes of individuals in different states—whereas demanding that its presidential selection be ratified—is a becoming dwelling for a billionaire who routinely requires denying others the federal government help that made him wealthy.

However, Texas, don’t be stunned when he betrays you. A few of your communities have given him subsidies, however you need to know that his firms usually fall brief on their promised job numbers. Neighbors of the SpaceX facility in South Texas are already complaining about group impacts. And a few conservative editorialists have noticed that Texas simply welcomed America’s company welfare king.

Whenever you level out Musk’s damaged guarantees, he’ll lash out at you. And, Texas, you supply him loads of Twitter-friendly targets: your depraved political class, your oil and gasoline industries, and your failure to legalize hashish.

SpaceX and Tesla headquarters will stay in California—for now. But when Musk decides to take them with him, it’d merely be a short-term blow. If authorities help for Musk’s companies dries up, or if Musk will get in deeper bother with the regulation, these firms may show to be homes of playing cards. (Tesla, in spite of everything, has the very best inventory worth of any automotive firm, regardless that it doesn’t make that many automobiles.) In that occasion, Texas must deal with the human and company carnage of the eventual Musk meltdown.

Lone Star leaders usually warn in opposition to all issues California, as our individuals flip your suburbs politically blue and fill your boulevards with In-N-Out Burger areas and Dealer Joe’s shops. However, Texas, you don’t appear apprehensive—but—about Musk and his firms.

California, in the meantime, has just one new purpose to fret: that, very like the SpaceX Starship check earlier this month, Musk will try and return to us… solely to finish up in flames.

Joe Mathews Zócalo Public Square

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source https://fikiss.net/thank-texas-for-taking-elon-musk-off-our-hands/ Thank Texas for Taking Elon Musk Off Our Hands published first on https://fikiss.net/ from Karin Gudino https://karingudino.blogspot.com/2020/12/thank-texas-for-taking-elon-musk-off.html

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jobsearchtips02 · 4 years

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At Ford, COO Jim Farley seeks to speed as he plans to move business into the future

All of a sudden, Jim Farley is discussing his grandpa– a man who started at Ford Motor Company carrying a metal lunch bucket into the factory at the turn of the 20 th Century.

It is that household history that inspires Farley and brings him forward.

” It’s go time,” he stated, hours after being promoted to Ford’s chief running officer, a role that creates a smooth succession plan to replace CEO Jim Hackett, the retired Steelcase executive who took the helm at Ford in Might 2017.

Farley downplayed the surprise executive shakeup that unfolded Friday and declined to state whether he had been made any promises for the future.

” Right now, my focus is on the work itself and our team,” Farley said throughout an interview with the Detroit Free Press shortly after revealing news of his improved role. “We have a lot to do at Ford that I — I believe that’s almost immaterial for me personally.”

Farley, 57, joined Ford in 2007 as worldwide head of marketing and sales and went on to lead Lincoln, Ford South America and Ford of Europe.

In April 2019, Ford named Joe Hinrichs to direct automotive production and operations globally, and Farley to lead automotive 2.0 and the future that consists of driverless automobiles and big information.

Farley led Ford’s New Organisations, Innovation & Method group, assisting the business identify how to capitalize on forces reshaping the industry– Ford highlighted software application platforms, connection, AI, automation and brand-new types of propulsion.

Now Farley will be responsible for all worldwide markets and automobile operations, Ford Smart Movement and autonomous lorries

His priorities are clear. Financial performance? Check. Product launch plans for the F-150 and Bronco and Mustang Mach E? Check.

” What my focus is, is to flex the curve on our monetary performance and get all these great new items out on the roadway and take advantage of the new ability that remains in them, like connection,” Farley stated.

” We have this attack of item the 2nd half of the year. We’re laser concentrated on bending that monetary curve as a group. We’re going to have a really comprehensive plan to over provide this year.”

In flux

Smart money inside the Glass House is on Farley. After all, it’s the specific path Mark Fields took to the top at Ford.

While applauding Farley and telling the world of his rise, Hackett informed reporters Friday he himself had no strategies to return to retirement anytime quickly. Still, he said, he has no control over the actions of Ford’s board of directors. It was a subtlety the financial press seized upon.

Regardless, the Ford stock rate showed little if any motion.

Farley said he is undeterred. He stated throughout the Free Press interview that increasing the value of the company and concentrating on brand-new product launches without making problems are the top priorities.

On Monday and Tuesday, his global team will come together.

” Consulting with my group is not important,” Farley said. “What’s important is the outcomes. First, we’re going to get extremely particular on the financial shipment and the opportunity this year, along with ensuring we’re doing whatever we can to reduce the danger with these wonderful brand-new launches.”

He mentioned Tesla as a competitor and noted the significance of identifying and monetizing technology chances known as “clever features” associated with customer behavior and utilizing tech to much better serve clients.

” There’s a huge amount of value production of taking connectivity with the customer’s consent” and “catching quality problems” and improving efficiency that benefits both consumers and the business, he stated, keeping in mind that tech and use of artificial intelligence will play important roles in Ford’s success.

No shortcuts

But what happened with the 2020 Ford Explorer launch in 2015 that resulted in countless automobiles being delivered from Chicago to Flat Rock for costly repairs and postponed shipments? Did job cuts as part of the business’s “smart redesign” — cutting layers of individuals in between the CEO and the line employee as directed by the Boston Consulting Group — strip away safeguards?

” No,” Farley said. “No.”

” The objective of that was to go faster however not to shortcut anything. No,” he said. “I can’t address your concern today because I have not gone through the details and heard from the team yet on what we can do to minimize the danger of these launches. I just, I need to hang around with my team.”

More: Surprise executive shakeup at Ford: Jim Farley goes up to COO, Joe Hinrichs retires

More: Mysterious problems interfere with shipment of 2020 Ford Explorer, Lincoln Aviator

More: UAW-Ford workers face deadline for $60,00 0 buyout

This entire transition to a tighter operation with more accountability and oversight is a natural by-product of already strong relationships in between the CEO and COO, Farley stated.

Minute by minute

” Jim (Hackett) and I have been working actually closely for 3 years,” Farley said. “Both of us are extremely curious people. You can anticipate us to work very, extremely carefully with each other.”

That suggests calls, memos, meetings, whatever it takes. Details are internal, Farley stated. However execution will be quantifiable, he assured.

” We’re going to operate in any way required to go faster,” Farley said. “Jim and I are extremely close and we’re utilized to for several years now working minute by minute, hour by hour, day by day.”

More: A guy who can construct a vehicle by hand leads Ford into future; ‘He’s simply never afraid’

One stays, another goes

On March 1, Ford will see the ascension of Farley and the departure of Hinrichs, two lieutenants that, up until this month, were considered as prospects for the company’s leading job.

Ford revealed on Friday that Hinrichs was retiring however then, during a call with reporters, Hackett mentioned that the “cherished” Hinrichs is “going to have a wonderful profession.” The odd phrasing suggested to some that the executive was not in fact retiring, simply leaving the business earlier than expected at age 53.

While Hinrichs has actually brought substantial production know-how to the business, Ford executives minimized the effect of his departure and highlighted that strength within the company is wider than outsiders may realize.

” First of all, the bench that Ford constructed and Joe developed is incredibly deep. This is a business that’s refined manufacturing over 116 years. We have worldwide depth in production, but not just that, buying and product development associated to launches,” Farley informed the Free Press. “Our capability never comes down to a single person. Joe was truly a master however he has a world class remarkable team. We’re not going to skip a beat.”

He emphasized, “Fast doesn’t indicate we’ll take shortcuts. It’s the opposite, really. When we have a problem that the team raises on a parts lack, the speed in which we respond to that is often something that can enhance the operating performance, not get us into more danger. We ‘d never ever make that trade. That would be an awful trade for us to make.”

No Dr. Seuss

Farley is the son of an effective lender and the cousin of a popular comedian– Chris Farley– whose death haunts him to this day. It is not the only household disaster that has formed the automobile executive. It is possibly his grandpa he misses many of all.

By the time Farley was 5 years old, he was being groomed by his grandfather, Emmet Tracy, an early worker of company founder Henry Ford, who went on to run an automobile parts organisation and a car dealership in Grosse Pointe.

While other grandparents checked out Dr. Seuss, Tracy sat down with a stack of Automotive News publications when his grandson visited during Christmas and summertime breaks. The 2 would drive previous what would become Detroit-area renowned websites: the Packard Plant, the Ford Piquette Plant and the Rouge Plant, where Tracy worked.

Farley told the Free Press in June 2019 that he might picture his grandpa arriving at the factory with his lunch pail as one of the nameless, faceless workers who developed Design Ts.

After making degrees in economics and computer science at Georgetown University and an MBA at UCLA in 1990, Farley scored task deals from Ford, General Motors and Toyota. At Ford, he would have concentrated on just one aspect of the F-Series truck. Toyota provided him the opportunity to focus on the entire cars and truck, particularly the launch of a new luxury brand name no one had become aware of– Lexus. And he took it.

Years later, after a successful career with Toyota, he would get recruited to Ford in 2007 by then-CEO Alan Mulally. Farley’s mother liked that he would return home.

He spent 3 years in Europe executing a turn-around prepare for Ford, oversaw the multibillion-dollar operation, and stopped the bleeding. From 2015-17 as president of Ford Europe, Farley performed a plan that improved profitability and sales.

Now, Farley stated, it’s time to carry out a plan stateside. When asked if enhancing incomes was a high concern, he stated, “Yes. You might put an exclamation point on that.”

Contact Phoebe Wall Howard at 313-222-6512 or [email protected] Follow her on Twitter @phoebesaid Read more on Ford and register for our vehicles newsletter

Check Out or Share this story: https://www.freep.com/story/money/cars/ford/2020/02/08/ ford-coo-jim-farley-product-launches-improve-earnings/4693496002/

from Job Search Tips https://jobsearchtips.net/at-ford-coo-jim-farley-seeks-to-speed-as-he-plans-to-move-business-into-the-future/

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doublegrr · 7 years

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The Packard Automotive Plant is a former automobile-manufacturing factory where luxury cars were made by the Packard Motor Car Company and later by the Studebaker-Packard Corporation. The 3,500,000-square-foot, plant was designed by Albert Kahn Associates using Trussed Concrete Steel Company products. It is located on 40 acres of land on East Grand Boulevard on the Detroit's east side. #cpcontheroad #rustbelttakeover (at Packard Automotive Plant)

#cpcontheroad #rustbelttakeover

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bestcaritems · 5 years

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Left to the elements, Packard plant's bridge collapses

https://bestcaritems.com/?p=6762&utm_source=SocialAutoPoster&utm_medium=Social&utm_campaign=Tumblr Packard plant bridge in Detroit, Michigan, collapsed Photo via Historic Detroit Once a symbol of a prosperous and manufacturing-rich city, Detroit’s Packard plant has been left to decay for decades. On Wednesday, the elements took their toll and the Packard plant’s skyway bridge collapsed onto the city street. Thankfully, no one was injured in the collapse, according to information from Historic Detroit’s Twitter account. The bridge previously spanned East Grand Boulevard and connected the massive production facility’s north and south buildings. In recent years, the deteriorating exterior was wrapped to appear as it stood during Packard’s early-to-mid-20th century boom. All of it came crashing down this week. The Packard Plant bridge over the Boulevard has collapsed in #Detroit. #breaking pic.twitter.com/dfuRMAaMpF — HistoricDetroit.org (@HistoricDET) January 23, 2019 The production facility opened its doors in 1911 and was crowned an engineering marvel that churned out some of the most luxurious and successful American automobiles. By the 1950s, Packard management’s decisions had caught up with it. One crucial error was a buyout of Studebaker in 1954, which turned out to have production issues at its South Bend, Indiana plant. Studebaker pulled down Packard, which ended car production in 1959, while Studebaker hung on until 1966. Tight competition from Ford, General Motors, and Chrysler squeezed Packard while other independent automakers formed American Motors Corporation. This was a company that outsold Cadillac for decades but whose remains have been left to ruins for the past 60 years. The production sites have long been abandoned, though some areas of the site were used as warehouses until 2010. The last news surrounding the facility was in 2014 when a Peruvian property developer, Fernando Palazuelo, purchased the property for $405,000. Cleanup has been ongoing, but no concrete plans have risen from the ashes that once was the Packard plant. The developer’s plans include a historic restoration and opportunities for new commerce and jobs in the area. At a minimum, Palazuelo has a track record for slowly but surely restoring long-abandoned sites in Peru, Nepal, and Spain. We’ll see if he can do anything with this once-great site. Via MotorAuthority

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