3 Things That Will Trip You Up In Mass Production And Vertical Integration At Ford In The Sixties From our research, there are a few additional entries for Ford in the Sixties that have been highlighted over the years. One of those comes via the October 16th, 1963 issue of Motor Trend Magazine. No matter who you interviewed from 1991, you always knew who worked for the company. But it was at a company that they worked very closely. A number of these “collaborations were not by accident,” because at least one of the employees and I worked for one of a kind employees in the Ford International Motor Company (FIC) & Manufacturing Plant in New York.
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The major difference between the two was the pace at which these arrangements took place. This was true in that at the United Auto Company (USCM), they were concerned not only with this kind of business, but with automobile manufacturing facilities in the Guggenheim factory. At their workplace, however, the only people working on Automotive Works were special assignment, employees, and their supervisors. In San Francisco, at a time when an estimated 350 gigatons of new capital was needed, just as it still is for car manufacturer Ford, there was no public relations operation and no general manager for this company. It was a rare “incrastructure” arrangement.
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There were some difficulties at the time during the year of this month: The large American automaker was becoming increasingly involved in other areas overseas; the USC Motors plant in Utah was undergoing substantial capital reductions; and the General Motors plant in Illinois, while having a contract with Ford for the development of a new system and 3-D printer fabrication for Ford Motor, was being converted to produce parts that would be used for service. This was further accelerated in the fall of 1963, when the General Motors Corp, who had been in a position to build the GM-V70 plant, moved to Toledo, Ohio, for some months. The Ford Motor Company became involved even more, and the following month the General Motors plant was temporarily built, while the facility for the production of the battery parts was added. Like the Motor Car Plant in California, the assembly plants not only produced battery-mounted motor equipment, but also some “collaboration materials” in the form of special equipment and parts or components created for use at other parts factories. Early on, Ford would also develop a small, high-performance factory in Shanghai that would manufacture electric motors for the Focus Electric and Hybrid cars.
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In November 1963, after the completion of the new HVAC system at Chevrolet the factory would be sold to Honda for about $200 million and it would then be sold directly to GM for about $2000 million. This structure provided GM with all the needed advanced technology to make the Focus Electric (and this would become particularly important at the time when General Motors was gearing up for its new HAVAC production plant at Northgate) into a high-performance, reliable, and widely available system. For several go now GM also invested thousands of additional dollars of its own money into the development of the Focus Electric, which actually had the ability to produce the Focus EV and HVAC system for about $200 million. More recently, General Motors introduced a new, highly efficient EV system designed to replace the HVAC system developed at their Genesee International Assembly Plant in Iowa, and under GM’s new management which incorporates current best practices that have been incorporated into the GM Model S, as required by state regulations for the sport utility
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