Ford announced the end of the Edsel program on November 19, However, production continued until late in November, with the final tally of 2, model year cars. Total Edsel sales were approximately ,, less than half the company's projected break-even point. In some newspaper markets, dealers scrambled to renegotiate newspaper advertising contracts involving the Edsel models, while others dropped the name from their dealerships' advertising entirely. The company also issued credits to dealers for stock unsold or received following the announcement.
Historians have advanced several theories in an effort to explain Edsel's failure. Popular culture often faults vehicle styling. Consumer Reports has alleged that poor workmanship was Edsel's chief problem. Marketing experts hold Edsels up as a supreme example of the corporate culture's failure to understand American consumers. Business analysts cite the weak internal support for the product inside Ford's executive offices. According to author and Edsel scholar Jan Deutsch , an Edsel was "the wrong car at the wrong time.
Edsels are most notorious for being a marketing disaster. The name "Edsel" became synonymous with the "real-life" commercial failure of the predicted "perfect" product or product idea. Similar ill-fated products have often been colloquially referred to as "Edsels". Ford's own Sierra model, which launched almost 25 years later, is often compared to Edsels owing to initial buyer antipathy to their perceived radical styling, even though, unlike Edsels, it ultimately became a sales success.
Since the Edsel program was such a debacle, it gave marketers a vivid illustration of how not to market a product. The prerelease advertising campaign promoted the cars as having "more YOU ideas", and the teaser advertisements in magazines only revealed glimpses of the cars through a highly blurred lens or wrapped in paper or under tarps. In fact, Ford had never "test marketed" the vehicles or their radical styling concepts with potential, "real" buyers prior to either the vehicle's initial development decision or vehicle shipments to their new dealerships.
Edsels were shipped to the dealerships under wraps and remained so on the dealer lots. The public also had difficulty understanding exactly what Edsels were, primarily because Ford made the mistake of pricing Edsels within Mercury's market price segment. Theoretically, Edsels were conceived to fit into Ford's marketing structure as the brand slotted in between Ford and Mercury. In their mid-range pricing, Edsel's Pacer and Corsair models were more expensive than their Mercury counterparts.
Edsel's top-of-the-line Citation hardtop sedan was the only model priced to correctly compete with Mercury's mid-range Montclair Turnpike Cruiser model, as illustrated in the chart below. Not only was Edsel competing against its own sister divisions, but model for model, buyers did not understand what the cars were supposed to be—a step above the Mercury, or a step below it. After introduction to the public, Edsels did not live up to their preproduction publicity, even though many new features were offered, such as self-adjusting rear brakes and automatic lubrication.
While Ford's market research had indicated that these and other features would make Edsels attractive to them as car buyers, their selling prices exceeded what buyers were willing to pay. Upon seeing the price for a base model, many potential buyers simply left the dealerships. Other customers were frightened by the price for a fully equipped top-of-the-line model. One of the external forces working against the Edsel brand was the onset of an economic recession in late Compounding Edsel's problems was the fact that the car had to compete with well-established nameplates from the Big Three, such as Pontiac , Oldsmobile , Buick , Dodge and DeSoto , as well as with its own internal sister division Mercury , which itself had never been a stellar sales success.
To make matters still worse, as a new make, Edsel had no established brand loyalty with buyers, as its competing makes had. Even if the — recession had not occurred, Edsel would have been entering a shrinking marketplace. Breech had convinced Ford management that the medium-priced market segment offered great untapped opportunity. At the time, Breech's assessment was basically correct; in , Pontiac, Buick and Dodge had sold a combined two million units.
Independent manufacturers in the medium-priced field were drifting toward insolvency. Hoping to reverse its losses, Packard acquired Studebaker , which was also in financial difficulty. The board decided to stop production under the venerable Packard badge after The —58 Packards were little more than Studebakers badged as Packards also known as "Packardbakers". Attempting to capitalize on the emerging consumer interest in economy cars, American Motors shifted its focus to its compact Rambler models and discontinued its pre-merger brands, Nash and Hudson , after the model year.
When DeSoto sales failed to rebound during the model year, plans were made in Highland Park to discontinue the nameplate by Sales for most car manufacturers, even those not introducing new models, were down. Among domestic makes, only Rambler and Lincoln produced more cars in than in Customers started buying more fuel-efficient automobiles, particularly Volkswagen Beetles , which were selling at rates exceeding 50, a year  in the U.
Edsels were equipped with powerful engines and offered brisk acceleration, but they also required premium fuel, and their fuel economy, especially in city driving, was poor even by lates standards.
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Ford Motor Company had conducted the right marketing study, but it came up with the wrong product to fill the gap between Ford and Mercury. By , buyers had become fascinated with economy cars, and a large car like an Edsel was seen as too expensive to buy and own. When Ford introduced the Falcon in , it sold over , units in its first year. Ford's investment in expanded plant capacity and additional tooling for Edsels helped make the company's subsequent success with the Falcon possible. By , the market for medium-priced cars had recovered, and this time, Ford had the right car: the Galaxie LTD.
The LTD's success led Chevrolet to introduce the Caprice as a mid upscale trim option on its top-of-the-line Impala four-door hardtop. The name of the car, Edsel, is also often cited as a further reason for its lack of popularity. Naming the vehicle after Edsel Ford was proposed early in its development.
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However, the Ford family strongly opposed its use. Henry Ford II declared that he did not want his father's good name spinning around on thousands of hubcaps. Ford also ran internal studies to decide on a name, and even dispatched employees to stand outside movie theaters to poll audiences as to what their feelings were on several ideas. They reached no conclusions. When the agency issued its report, citing over 6, possibilities, Ford's Ernest Breech commented that they had been hired to develop one name, not 6, Early favorites for the name brand included Citation, Corsair, Pacer, and Ranger, which were ultimately chosen for the vehicle's series names.
David Wallace , manager of marketing research, and coworker Bob Young unofficially invited freethinker poet Marianne Moore for input and suggestions. Moore's unorthodox contributions among them "Utopian Turtletop," "Pastelogram," "Turcotinga," "Resilient Bullet," "Andante con Moto" and "Mongoose Civique" were meant to stir creative thought and were not officially authorized or contractual in nature. By the instruction of Ernest Breech, who was chairing a board meeting in the absence of Henry Ford II, the car was finally called "Edsel" in honor of Edsel Ford , former company president and son of Henry Ford.
Even though Edsels shared basic technology with other Ford cars of the era, a number of issues caused reliability problems, mostly with the models.
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Reports of mechanical flaws with the cars surfaced, due primarily to lack of quality control and confusion of parts with other Ford models. Ford never dedicated a stand-alone factory solely to Edsel model production. The Edsels were assembled in both Mercury and Ford factories. The longer-wheelbase models, Citation and Corsair, were produced alongside the Mercury products, while the shorter-wheelbase models, Pacer and Ranger, were produced alongside Ford products. Workers assembling Fords and Mercurys often found the task of assembling the occasional Edsel that moved down the line burdensome, because it required them to change tools and parts bins, then switch back to resume assembling Fords or Mercurys after completing assembly on Edsels.
The workers were also expected to accommodate Edsel assembly with no adjustment in their hourly quota of Ford and Mercury production. Consequently, the desired quality control of the different Edsel models proved difficult to achieve, even when the Fords and Mercurys were satisfactorily assembled on the same lines. Many Edsels actually left the assembly lines unfinished. Uninstalled parts were placed in the trunks along with installation instructions for dealership mechanics, some of whom never installed the additional parts at all.
Some dealers did not even receive all the parts.
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In its test car, Popular Mechanics tested for these problems and discovered others, notably a badly leaking trunk during rain, and the odometer showing fewer than actual miles traveled. Undoubtedly, Edsel's most memorable design feature was its trademark " horsecollar " grille, which was quite distinct from other cars of the period.
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According to a popular joke at the time, Edsels "resembled an Oldsmobile sucking a lemon",  while automotive critic Dan Neil cites the grille's vaginal appearance. Many others compared the grille's shape to a toilet seat. According to Thomas E. Ford's popular exhibits and demonstrations -- pictured here in the California Pacific International Exposition Ford Building -- generated lots of publicity. On January 18, , the twenty-five millionth Ford automobile rolled off the Rouge Plant assembly line.
Ford used the car in a number of ads to promote the quality and value of its automobiles.
Ford's massive exhibition building attracted fairgoers with industrial demonstrations and informative displays. Henry Ford even sent some historic items. His first automobile, the Quadricycle, was crated and later displayed in the exhibition building's entrance In the entrance hall, visitors could view Henry Ford's first automobile, the Quadricycle. This photograph commemorates the 50th anniversary of Henry Ford's first automobile, the Quadricycle, in Posed in his historical outdoor museum--Greenfield Village in Dearborn, Michigan--Henry and his wife, Clara sit in the vehicle.
For their pavilion at the New York World's Fair, Ford Motor Company brought in Walt Disney to design a "unique and memorable entertainment adventure" that would outshine its competitors.
History of Ford in India
This became the Magic Skyway ride, in which guests sat in Ford convertibles through a Disney-designed show. First, guests encountered a Ford product showroom -- with Henry Ford's Quadricycle as centerpiece. The evolution of Ford Motor Company vehicles, through , is illustrated in this colorful advertisement.
The line starts with the Quadricycle and the "" race car, and includes four variants of the pivotal Model T.
The Lincoln and Mercury marques are each represented with multiple cars. Later important Ford models, like Thunderbird and Mustang, finish the progression. Exhibit View. This expert set is brought to you by: The staff at The Henry Ford. Henry Ford built his first automobile with friends while working as an engineer at the Edison Illuminating Company in Detroit.
For more than a century, the Quadricycle has symbolized the foundation and success of Ford Motor Company.sosinternship.com/wp-content/programmi-spia-per-android-whatsapp.php
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Make Cover Photo. Employees of Edison Illuminating Company of Detroit, Including Henry Ford, circa Photographic print This photograph shows Henry Ford, third from the right in the top row, with a mustache and coveralls. Use default description of artifact Details Share. Ford Motor's Chief Executive, Mark Fields was there at the inauguration ceremony and said that Ford's vision is to make India its export hub for small cars and small engines. They are targeting to triple exports from India over the next five years.
Ford India now exports 77, vehicles a year. We have separate pages for all the Car Companies in India. The link to each of these car manufacturer is given below and clicking on it will take you directly to the page of that car brand. We have separate pages with detailed history of the following car brands. Clicking on any link below will take you directly to the page with full history of that car brand.
Below is a rare picture of one of the first Ford cars, the Ford model A.