The Mark IV gave Ford the second of four consecutive Le Mans victories, starting in 1966. Ferrari had dominated the 24 Hours of Le Mans, winning 8 of 12 races from 1954 through 1965. THF90733

The film Ford v. Ferrari, staring Matt Damon and Christian Bale, reignited interest in Ford Motor Company’s racing efforts at Le Mans in the 1960s. While the movie focuses on Ford’s 1966 victory, the automaker returned to Le Mans in 1967 with the Mark IV.

This was the first all-American car and team to win the Le Mans 24-hour race. For decades, Europeans had dominated sports-car racing in cars with small, fast-turning, highly efficient engines. Americans typically used big, slower-turning, less-efficient V-8 engines. This car’s sophisticated chassis used aerospace techniques, and its shape was refined in a wind tunnel. But its big engine was based on Ford’s V-8 used for stock-car racing.


Close-up View of the Ford Mark IV Le Mans Engine, June 1967. THF119457

The second-place Ferrari was more complicated and temperamental than the first-place Ford. It had a V-12 engine with fuel injection and twin distributors. The Ford (pictured above) had a V-8 engine with two four-barrel carburetors.


Dan Gurney and A. J. Foyt Popping Cork of Victory Champagne at the 24 Heures du Mans (24 Hours of Le Mans) Race, June 1967. THF127985

Two of America’s great race drivers, A.J. Foyt, right, and Dan Gurney, teamed up to win the 1967 24 Hours of Le Mans in this car. Gurney’s post-race celebration included racing’s first-ever champagne spray.


Close-up View of the Ford Mark IV Le Mans Race Car Hull Honeycomb Construction, 1967 / detail. THF87021

Holes cut in the chassis show its aircraft-style construction of aluminum honeycomb. The concept was to make it strong and lightweight.

Want to learn even more? See the Mark IV for yourself in Driving America inside Henry Ford Museum of American Innovation. 

Mark IV, Henry Ford Museum, Driven to Win, Ford Motor Company, race cars, 20th century, 1960s, Europe, Le Mans, racing, cars

1907 White Model G Steam Touring Car. THF91139

Millionaire industrialist John D. Rockefeller bought a White steamer. So did “Wild West” showman Buffalo Bill Cody. President William H. Taft included one in the first presidential car fleet. These men, born before the Civil War, might have felt more comfortable with steam than with newer technologies such as internal combustion. But buyers were moving to gasoline-powered cars. White followed, making its last steamer in 1911.


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This 1908 advertisement never mentions that the White was powered by steam.


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Starting a steam car was complex—just try to follow these instructions. It took at least 10 minutes to get up a “head of steam.” Many owners had chauffeurs to handle the task.


THF106558

Famous Western showman Buffalo Bill parades beside a White. Buyers of the expensive steamers tended to be older and wealthier than the average American.

Henry Ford Museum, Driving America, alternative fuel vehicles, cars

1865 Roper Steam Carriage. THF91158

Smoke-belching steam locomotives were familiar sights to Americans in the 1860s. But a small steam carriage running under its own power—without horses!—was so startling that people paid to see it driven around a track. It was a curiosity, not transportation. By the time its inventor, Sylvester Roper, died in 1896, the next generation of innovators was trying to transform horseless carriages from curiosities into practical vehicles.


THF88410

A handbill promoting an 1865 steam buggy exhibition proclaimed steamers “the most wonderful invention of modern times.”


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Massachusetts machinist Sylvester Roper built at least seven steam carriages and two steam motorcycles. They weren’t considered practical vehicles but became popular attractions at circuses and fairs. The driver is probably W.W. Austin, who exhibited Ropers.


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Print of a Roper steam carriage exhibited at a circus, about 1863.


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Roper’s death was front-page news in Boston, where he lived and worked. He had a heart attack at age 73 while riding one of his steam motorcycles.

alternative fuel vehicles, cars, Henry Ford Museum, Driving America

1890s, 19th century, power, Henry Ford Museum, Driving America, cars

This 1930 Hupmobile Model S was one of nearly 800 vehicles that filled Greenfield Village for this year’s Old Car Festival.

Another summer car show season is in the books as we wrap up our 69^th annual Old Car Festival in Greenfield Village. We enjoyed practically perfect weather, enthusiastic crowds, and a field of nearly 800 vintage automobiles, trucks, motorcycles, and bicycles. You couldn’t have asked for a better weekend – or a better way to spend it.


This 1925 Ford Model TT truck fit perfectly with the Depression-era Mattox Family Home. Greenfield Village provides an incomparable setting for Old Car Festival.

Our spotlight for 2019 shined on early sports cars, whether genuine performers like the Stutz Bearcat, or mere sporty-looking cars like Ford’s Model T Torpedo Runabout. We usually associate sports cars with postwar imported MGs or all-American Corvettes, but enthusiast motoring is an old idea. For as long as there have been cars, there have been builders and buyers dedicated to the simple idea that driving should be fun.


The Henry Ford’s 1923 Stutz Bearcat. Many consider the Bearcat to be America’s first true sports car.

In keeping with the theme, we featured three sporty cars in our special exhibit tent across from Town Hall. From The Henry Ford’s own collection, we pulled our 1923 Stutz Bearcat. If there’s one name synonymous with early sporting automobiles, it’s “Bearcat.” Indianapolis-based Stutz introduced the model in 1912. The first-generation Bearcat featured only the barest bodywork and a trademark “monocle” windshield. Our later model was a bit more refined but, with 109 horses under the hood, it had no problems pushing the speedometer needle to the century mark. And, with its $3500 price tag, it had no problems pushing your bankbook into the red, either.


The sporty, affordable 1926 Chevrolet – for when the heart says, “speed up” but the wallet says, “slow down.”

Our good friends at General Motors once again shared a treasure from the company’s collection. This time it was a beautiful 1926 Chevrolet Superior Series V. The car boasted custom bodywork from the Mercury Body Company of Louisville, Kentucky. The speedster body and disc wheels gave a sporty look to a car targeted at budget-minded buyers. The Chevy sold for $510 – about one-seventh the cost of that Stutz!


This newly-restored 1927 Packard ambulance served the city of Detroit for nearly 30 years.

Every car at Old Car Festival has its own story, but some of them are particularly special. You could certainly say that about the 1927 Packard ambulance bought to us by owner Brantley Vitek of Virginia. He purchased the vehicle, in rather rough condition, at the Hershey swap meet in 1974. Dr. Vitek planned to restore it but, as is sometimes the case for car collectors, life got in the way. He wasn’t able to start the project until 2016, but it was well worth the wait. The finished ambulance is gorgeous – and not without southeast Michigan ties. The Packard served all its working life with the Detroit Fire Department. Old Car Festival wasn’t just a debut for the completed project, it was a homecoming as well.


The corn boil was just one of the dietary delights offered at this year’s show.

Veteran Old Car Festival attendees know that the show mixes a little gastronomy with its gasoline. Each year brings historically-inspired foods to the special “Market District” set up along the south end of Greenfield Village’s Washington Boulevard. Offerings for 2019 included turkey legs, sliced pastrami sandwiches, baked beans and cornbread (served in a tin cup), and peach cobbler. Longstanding favorites like kettle corn, hobo bread, and frozen custard were on hand too.


Prize winners received glass medallions handcrafted in the Greenfield Village Glass Shop.

As it does every year, Old Car Festival wrapped up with the Sunday afternoon awards ceremony. Show participants are invited to submit their vehicles for judging. Expert judges award prizes based on authenticity, quality of restoration, and the care with which each vehicle is maintained. First, second, and third-place prizes are awarded in eight classes, and one Grand Champion is selected for each of the show’s two days. Additionally, two Curator’s Choice awards are given to significant unrestored vehicles.


The Canadian Model T Assembly Team entertained by putting together this vintage Ford in mere minutes.

Year after year, Old Car Festival provides sights, sounds, and tastes to delight the senses. It’s no wonder the show has been going strong for 69 years. We’ll see you for show number 70 in 2020!

Matt Anderson is Curator of Transportation at The Henry Ford.

Michigan, Dearborn, 21st century, 2010s, Old Car Festival, Greenfield Village, events, cars, car shows, by Matt Anderson

1965 Ford Mustang Convertible, Serial Number One. THF90618 


Ford Mustang Serial Number 1 and Original Owner Captain Stanley Tucker, 1966. THF98053 

More than 55 years ago, Harry Phillips sold Mustang Serial No. 1 to Stanley Tucker in St. John’s, Newfoundland, Canada.

The very first Mustang sold was a pre-production model only intended for display. It was meant to be sent back to Ford, and it took nearly two years for the car to be officially returned.


Harry Phillips and Mustang Serial No. 1, September 2019.

Thanks to a campaign spurred on by fellow Ford Mustang lovers, Mr. Phillips was reunited with that same car, in Henry Ford Museum of American Innovation, on Sept. 27, 2019. Hear his story of that landmark sale in 1964, and learn more about this important artifact: Stanley Tucker and Ford Mustang Serial Number One.


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Canada, Michigan, Dearborn, 21st century, 2010s, 20th century, 1960s, Mustangs, Henry Ford Museum, Ford Motor Company, events, convertibles, cars

A happy family on a road trip inside their 1958 Edsel Bermuda Station Wagon. THF124600

Nothing epitomizes the 20^th-century American family vacation more than the station wagon. After World War II, as family vacationers flooded the highways out to enjoy all that America had to offer, the station wagon became the quintessential family car.  Although they had been around for a few decades, station wagons by this time had become roomier, more comfortable, and more within the reach of family budgets. 

As shown in this circa 1953 Coleman brochure, station wagons proved the perfect vehicle for families who needed to haul lots of gear for their “back to nature” camping vacations.  THF275653

When limited-access turnpikes and interstate freeways expanded across the country during the 1950s and 1960s, sales of station wagons exploded. From three percent of all cars sold in 1950, sales of these cars mushroomed to 10 times that in 1955. By the end of the decade, some one in every five cars sold was a station wagon.

As family vacation trips lengthened, so did the time family members spent on the road together in the car. However, even though the ads claimed that vacations taken in a roomy, comfortable station wagon could improve family relations, this wasn’t always the case. Younger family members, in particular, inevitably got cranky and bored--threatening any attempt at family togetherness and fun. Enter a host of family car games and activities.


Mom and the kids read together in the back seat of the family car, with apparent disregard for “buckling up” for safety. THF275640

During the 1950s and 1960s, inventive game manufacturers, creative writers, and ingenious publishers devised all manner of family games and activities.  These were intended to keep family members occupied, reinforce family togetherness, and increase the fun of traveling together. 


Book of Ford Travel Games, free dealer giveaway, 1954. THF206270

During the post-World War II era, many of the car games and activities with which we are still familiar today were published and disseminated. This 1954 Ford dealer giveaway book was dedicated to the author’s four teenagers, “whose restlessness during childhood days first made these games necessary.” Most games in it, intended to be played by young and old, were the “scavenger” type, that would “help much to pass the time in an enjoyable manner” while “affording an opportunity for all members of the family to enjoy doing things together during the long hours on a motor trip.” The object of these scavenger-type games was to see who was the first one to find the items on the list, including car license plates, animals, sounds, and songs. Other games and contests included the classic I Spy game, a memory game called My Grandfather’s Trunk, and identifying shapes by looking at cloud formations.


Ford Game and Travel Book with stamps, 1959. THF275639

The 1959 Ford Game and Travel Book included games, songs, stories, riddles, and information enough to “provide hours and hours of pleasure for the whole family during the trip.”  It included 128 full-color stamps to affix to various pages.  The games and activities were much the same as those in the 1954 Travel Games book. 


Fun on Wheels book for AAA, by Dave Garroway, 1960.  THF275643

Dave Garroway, the founding host and anchor of NBC’s Today TV show from 1952 to 1961, was known for his easy and relaxing style. By the time this book was published in 1960 for members of the American Automobile Association, Garroway would have been a familiar name in most households. This book of “sit-able” games, quizzes, riddles, contests, puzzles, songs, and coin tricks “guaranteed miles of motoring pleasure” and was intended to “make any trip easier, safer, and more agreeable for parents and youngsters alike.”


Auto Bingo game, 1960s. THF140655

Auto Bingo, a product of the Regal Games Manufacturing Company from Chicago, Illinois, was introduced in the 1950s and proved incredibly popular during succeeding decades.  The classic game, shown here, is still produced today.


Traffic Sign Bingo, 1960s. THF140659

The popularity of the classic Auto Bingo game spawned many variations, like this Traffic Sign Bingo, with magnetic game pieces.


Ad for 1984 Chevrolet Celebrity Estate station wagon. THF275646

 

Although the OPEC oil crisis and tougher emission standards dealt a blow to the station wagon market in the 1970s, station wagons were still considered the family vacation vehicle of choice.  By the early 1980s, these vehicles had greatly expanded in size and comfort over their 1950s counterparts.  Manufacturers promoted their spaciousness, like this ad that likened the 1984 Chevrolet Celebrity Estate wagon to a family room!  This is, in fact, the very type of vehicle that was satirized in the 1983 film National Lampoon’s Vacation--although the Griswold family’s clunky green Family Truckster was actually a modified 1979 Ford LTD Country Squire.


Fisher-Price mini-van toy, a repackaged version of the company’s earlier mini-school bus, 1986-90. THF150890

While we may have chuckled at the Griswolds’ Family Truckster in 1983, the future of the station wagon as a family vacation vehicle was, in fact, no laughing matter.  Families would soon prefer roomy minivans, introduced in 1984, and fully-featured SUV’s in the 1990s, to haul kids and luggage on long-distance trips.


The family vehicle pictured on the cover of this 1985 travel game and activity book is more akin to a minivan than a station wagon. THF275648

As family road trips continued in subsequent decades, such innovations as portable music and gaming devices and in-car DVD players came to occupy and entertain family members during long trips.


A 1982 redesign of the original Sony Walkman, the first portable audio cassette player introduced in 1979. THF153124

But classic family games and activities persisted, in both traditional and newer versions.


This set contained 10 games (including Solitaire, Checkers, and Mini-Chutes and Ladders). Its interchangeable game board contained holes to hold peg-like game pieces in place. THF140658


Scrabble isn’t the best idea for a travel game, as letters are small and can easily get lost. Later versions of this game came with magnetic letters. THF106452

Today, we have a plethora of personal and mobile technologies to keep individuals occupied in the car on long-distance vacations (if they don’t opt for much speedier air travel). But these devices also separate and isolate members of the family. It’s nice to know that, if you want, you can still find classic family car games and activities online or available as digital downloads. And, of course, there’s still the old way of learning the classic games--passed down from parent to child.

Anyone for a rousing game of I Spy?

Donna R. Braden, Senior Curator and Curator of Public Life, grew up in a large family and took many family vacations with her parents and four brothers in their Country Squire station wagon.

childhood, by Donna R. Braden, toys and games, cars, travel, roads and road trips

1950 Plymouth Deluxe Suburban Station Wagon. THF90908

The earliest station wagons hauled travelers and luggage between train stations and hotels. Wagons remained low-production specialty vehicles until the 1950s, when parents embraced them as ideal vehicles for transporting growing families. Packed with children, groceries, camping gear, or luggage, station wagons became the very symbol of the family car.


Durant Motor Company, "The New Star Car," 1924. THF105552

Star, made by Durant Motor Company, became the first manufacturer-produced station wagon in 1923. Early wagons, also known as depot hacks, were utility vehicles, and not very family-friendly.


"The New All-Metal Plymouth Suburban, the Car with 101 Uses," Chrysler Corporation Plymouth Division, 1949. THF105554

By 1949, when the Plymouth Suburban was introduced, families were growing and suburbs expanding. The utility of the modern Suburban appealed to parents, and the first all-steel body was a major upgrade from older wood-body wagons.


1957 Ford Station Wagon Ad, "Nine's Fine!" THF105560

By 1957, all wagons had steel bodies. But designers applied wood—or fake wood—to “woody” wagons for many years.


1961 Chevrolet Catalog, "There's a Chevy Wagon for Every Purpose, Every Family!" THF105556

Even compact cars like the Chevy Corvair had wagon versions. This 1961 Chevy sales brochure touted its rear-engine Corvair Lakewood, with storage in front and back.

 

home life, Henry Ford Museum, Driving America, cars

Lee Iacocca (right) lights a candle with Henry Ford II (center) and Don Frey to celebrate the Ford Mustang’s first birthday in April 1965. (THF113838)

A Born Salesman
Lee Iacocca, the charismatic corporate executive whose long careers at Ford and Chrysler made him one of the best-known businessmen in America, passed away on July 2 at age 94. With his passing, the automotive industry lost one of its most colorful figures of the last 60 years.

Born and raised in Allentown, Penn., Iacocca earned a degree in industrial engineering from Lehigh University in 1945. Given his location, one might have expected him to take a job in the steel industry. But Iacocca was one of those people with gasoline in the veins. He wanted to build cars – specifically, he wanted to build them for Ford Motor Company. He joined the Blue Oval in 1946 as an engineer. But for a born salesman like Iacocca, it was an awkward fit at best. He asked for a reassignment to sales in Ford’s Philadelphia district, and his career blossomed from there.

Iacocca first attracted attention from senior Ford managers with a novel promotion in the mid-1950s. He dreamed up a “’56 for 56” gimmick in which customers could buy a new 1956 Ford with 20 percent down and monthly payments of $56 thereafter. It was simple, it was catchy, and it was a hit. The promotion earned him a transfer to Ford’s world headquarters in Dearborn.

Total Performance
Lee Iacocca made no small plans. Barely into his 30s when he moved to Dearborn, Iacocca resolved that he’d be a Ford vice president by age 35. Though he climbed up the ranks quickly, he missed his goal – Iacocca wasn’t named Vice President and General Manager of the Ford Division until he’d turned 36. By a twist of fate, Ford President Robert McNamara left to become President Kennedy’s Secretary of Defense soon after Iacocca’s appointment. Iacocca’s influence at Ford Motor Company increased accordingly.

Young, enthusiastic, and a car guy to the core, Iacocca was the polar opposite of McNamara, whose major accomplishments at Ford included turning the sensuous two-seat Thunderbird into a four-seat family sedan. (Though to be fair, McNamara nearly doubled Thunderbird’s sales as a result.) Iacocca wanted his company to think young. He remembered the Ford V-8 of his own youth which, with help from legions of hot rodders, gave Ford a performance image. Chevrolet snatched that image in the mid-1950s with its small-block V-8 and its classic “Tri Five” Chevys of 1955-57.


Iacocca (right) with Jimmy Clark (center), Benson Ford, and the double overhead cam V-8 that Ford developed for the Indianapolis 500. (THF110520)

Among Iacocca’s first moves were to get Ford Motor Company back into racing. He greenlit a striking mid-engine sports car prototype and then – with Henry Ford II, Leo Beebe, Carroll Shelby, Jacque Passino, and others – launched an all-out assault in nearly every form of racing under the banner “Total Performance.” By decade’s end, Ford had racked up victories in NASCAR, on drag strips, at Indianapolis, and at Le Mans. But Iacocca’s tenure at Ford is forever tied to one car.

The Youth Car
Working in secret with a select team, Iacocca pitched the need for a “youth car” targeted at the up-and-coming Baby Boomers. He wanted something with the appeal of a Thunderbird, the look of a Ferrari, and the economy of a Volkswagen – a tall order to be sure. But Ford’s designers and engineers rose to the challenge. In one of the automotive industry’s great triumphs, they put a sporty body on the existing Ford Falcon compact car chassis, produced a seemingly endless menu of options and accessories that encouraged customers to personalize, and dubbed their new creation “Mustang” – a name that evoked freedom, open spaces, and, in the words of one marketing expert, “was American as all hell.”

Ford optimistically hoped to sell 200,000 Mustangs in the first model year. But the car’s splashy launch – at the 1964 New York World’s Fair – and a savvy marketing campaign kicked off a mania rarely seen in automotive showrooms. By the end of the 1965 model year, more than 680,000 buyers had taken a new Mustang home.

Mustang’s success made Iacocca a household name. But his rising star contributed to growing tensions between Iacocca and Henry Ford II, the company’s chairman and ultimate authority. After several difficult years, their strained relationship foundered and, in 1978, led to an acrimonious parting of the ways between Iacocca and Ford Motor Company.


Iacocca found the perfect pitchman for Chrysler – himself. His print and television ads made him one of the best-known business figures in the United States. (THF103024)

A Second Act
No one could have blamed Iacocca if he’d retired then and there. The Mustang alone was enough to secure his legacy. But retirement wasn’t Iacocca’s style. He missed being at the center of the action. When the failing Chrysler Corporation offered him the job of CEO, he couldn’t resist. Iacocca’s second act was even more impressive than his first.

Iacocca took over a company in ruin. Chrysler was losing millions with little hope of recovery. His first and most important act was to secure a loan guarantee from the U.S. Congress. He then set about rebuilding the automaker’s product line. First came the K-Car, a highly-adaptable front-wheel drive platform that Chrysler offered under any number of makes, models and designs. Then came another vehicle that, like the Mustang before it, transformed the industry. The minivan, manifested in the Plymouth Voyager and the Dodge Caravan, was born of an idea Iacocca had toyed with at Ford to no avail. At Chrysler, the innovative minivan became a best-seller that redefined the family car for a generation of Americans. To top off his achievements, Iacocca added an evergreen marque to Chrysler’s lineup when he acquired American Motors and its enduring Jeep brand in 1987.

Eager to restore faith in Chrysler vehicles, Iacocca personally vouched for his products in a series of memorable television and print ads. He ended many of them with a simple, straightforward challenge to his audience: “If you can find a better car, buy it.” The ads were effective, and he enjoyed making them. In truth, he enjoyed the limelight. Through the 1980s, Iacocca added to his celebrity by writing two best-selling books, leading a successful effort to restore the Statue of Liberty, and appearing in a bit part on the popular TV series Miami Vice. For a time, there was even serious talk about Iacocca as a candidate for President of the United States.

Enough for Two Lifetimes
Iacocca retired from Chrysler in 1992. He’d returned the company to profitability, restored its reputation, and repaid its government loan. But even then he didn’t really retire. With billionaire Las Vegas developer Kirk Kerkorian, Iacocca launched an unsuccessful takeover attempt of Chrysler in 1995. Ten years later, he returned to Chrysler – by then under German ownership as DaimlerChrysler – to shoot a few commercials, reprising his trademark “If you can find a better car…” slogan.

Lee Iacocca seemed to live two lifetimes in his 94 years. He enjoyed success at two car companies, and he fathered two groundbreaking vehicles. Iacocca lived to see the Mustang turn 50, and to see Chrysler fall into bankruptcy once more before remerging as a part of FCA. He will be remembered as long as there are people who love cars like he did.

Matt Anderson is Curator of Transportation at The Henry Ford.

Pennsylvania, Dearborn, Michigan, 21st century, 20th century, racing, Mustangs, in memoriam, Ford workers, Ford Motor Company, cars, by Matt Anderson

Tailfins, like those sprouting from this 1956 Ford Fairlane, were in the spotlight for 2019.

Gearheads descended on Greenfield Village again this June for our popular Motor Muster car show, featuring more than 600 automobiles, trucks, motorcycles, bicycles, and military vehicles from the 1930s through the 1970s. By our count, this year marked our 30^th time presenting this one-of-a-kind event. Based on the crowd, Motor Muster is as popular – and as active – as ever.

Our theme this year was “Fabulous Fins,” those towering tailfins that defined 1950s American automotive design. After several years marking golden anniversaries for 1960s muscle and pony cars, we were overdue for a return to the decade that gave us rock and roll, hula hoops, Corvettes, and Thunderbirds.


A pair of CCC recruits at work in front of the McGuffey School.

Once again we staged a series of historical vignettes around Greenfield Village that complemented each of the five decades represented in the show. The Depression years of the 1930s were recalled at the McGuffey School, where we staged a 1930s Civilian Conservation Corps camp. The three million young men who participated in the program over its nine-year run helped to plant forests, build parks and roadways, manage floodwaters and erosion, and stock streams and rivers with fish.


Nothing says “1950s suburbia” like a well-trimmed lawn.

We remembered the war years of the 1940s with a victory garden, a scrap drive, and a live radio drama staged in front of visitors. There was food, too, with few menu items more popular than the spam sandwiches made with everyone’s favorite spiced canned ham. The postwar boom brought an exodus to the suburbs as returning GIs bought new homes for their young families. We saluted the proverbial “crabgrass frontier” with a display of vintage lawn mowing equipment. (If you think cutting in the hot sun with a gasoline mower is tough, try doing it with a genuine ’50s push mower!)


Far out ’70s rock, courtesy of the band Classic Gold, livened up the gazebo near the Ackley Covered Bridge.

For the 1960s, we remembered the classic kids-in-the-station-wagon cross-country family road trip, with an American nuclear family camped around their travel trailer. Interstate highways and economic prosperity opened the country to many families longing to see the U.S.A. in their Chevrolets (or Plymouths, or Fords) that decade. Those looking for a little pre-Fourth of July patriotism had only to wander over to the gazebo near the Ackley Covered Bridge, where we staged a bicentennial-themed picnic straight out of 1976 – complete with a classic rock concert.


This 1959 Corvette lured customers into Bill Fold’s Chevrolet, our vintage dealership vignette.

Perhaps the most immersive vignette this year was another set in the 1950s. For one weekend only, the Village Pavilion became home to Bill Fold’s Chevrolet, a period dealership showcasing Chevy’s new models for 1959. Entering the showroom, visitors encountered a classic family car in the form of an Impala, a tantalizing “new for ’59” model in the form of an El Camino (generously loaned to us from our friends at the GM Heritage Center), and a dreamy halo car in the form of a Corvette. The showroom was complete with a dedicated staff including a receptionist and two eager – make that too eager – salesmen. If those new cars were beyond your budget, Bill Fold’s also had a nice selection of “used” 1955, ’56, and ’57 models parked out front.


Visitors to The Henry Ford’s tent were treated to (left to right) a Ford Mustang II, a pair of one-of-a-kind Budd Company concept cars, and a 1957 Chevrolet Nomad wagon.

Every year, Motor Muster gives us a chance to display some treasures from The Henry Ford’s own automotive collection. This year we pulled out a pair of concept cars built by the Budd Company in the early 1960s. The XT-Bird was pitched by Budd to Ford Motor Company as a possible revival of the beloved two-seat Thunderbirds of 1955-57. (Though the XT-Bird has a back seat – barely.) Budd took the XR-400 to American Motors Corporation, hoping the company might bite on the idea of a sporty car built on a Rambler chassis. Both were intriguing ideas – each anticipating Ford’s Mustang – but neither went beyond these singular prototypes.

Given our Fabulous Fins theme, we had to have at least one pair of tailfins in our tent alongside the Budd cars. Our friends at the GM Heritage Center came through for us again with a beautiful 1957 Chevrolet Nomad. The sporty two-door station wagons weren’t popular enough to sell in big numbers at the time, but they’re certainly popular with collectors today. We also had one more little jewel from our collection on view, our 1977 Ford Mustang II. It’s one of those cars with no middle ground – you either love it or you don’t. The car received many wide-ranging reactions over the weekend.


Another look inside Bill Fold’s Chevrolet, with its eager – and slightly smarmy – sales staff.

All in all, a fantastic Motor Muster for everyone who participated – whether they brought a vehicle or just brought themselves. We’ll look forward to seeing you at show number 31 next year.

Matt Anderson is Curator of Transportation at The Henry Ford.

Michigan, Dearborn, 21st century, 2010s, Motor Muster, Greenfield Village, events, cars, car shows, by Matt Anderson