Ford Car Quotes

Any customer can have a car painted any colour that he wants so long as it is black.

She already has a car.” “A Ford. That’s like Toyota’s worst enemy.

Historical fact: People stopped being people in 1913. That was the year Henry Ford put his cars on rollers and made his workers adopt the speed of the assembly line. At first, workers rebelled. They quit in droves, unable to accustom their bodies to the new pace of the age. Since then, however, the adaptation has been passed down: we've all inherited it to some degree, so that we plug right into joy-sticks and remotes, to repetitive motions of a hundred kinds.

When Henry Ford decided to produce his famous V-8 motor, he chose to build an engine with the entire eight cylinders cast in one block, and instructed his engineers to produce a design for the engine. The design was placed on paper, but the engineers agreed, to a man, that it was simply impossible to cast an eight-cylinder engine-block in one piece. Ford replied,''Produce it anyway.

We went to the New York World's Fair, saw what the past had been like, according to the Ford Motor Car Company and Walt Disney, saw what the future would be like, according to General Motors. And I asked myself about the present: how wide it was, how deep it was, how much was mine to keep.

It all comes back. Perhaps it is difficult to see the value in having one's self back in that kind of mood, but I do see it; I think we are well advised to keep on nodding terms with the people we used to be, whether we find them attractive company or not. Otherwise they turn up unannounced and surprise us, come hammering on the mind's door at 4 a.m. of a bad night and demand to know who deserted them, who betrayed them, who is going to make amends. We forget all too soon the things we thought we could never forget. We forget the loves and the betrayals alike, forget what we whispered and what we screamed, forget who we were. I have already lost touch with a couple of people I used to be; one of them, a seventeen-year-old, presents little threat, although it would be of some interest to me to know again what it feels like to sit on a river levee drinking vodka-and-orange-juice and listening to Les Paul and Mary Ford and their echoes sing "How High the Moon" on the car radio. (You see I still have the scenes, but I no longer perceive myself among those present, no longer could ever improvise the dialogue.) The other one, a twenty-three-year-old, bothers me more. She was always a good deal of trouble, and I suspect she will reappear when I least want to see her, skirts too long, shy to the point of aggravation, always the injured party, full of recriminations and little hurts and stories I do not want to hear again, at once saddening me and angering me with her vulnerability and ignorance, an apparition all the more insistent for being so long banished. It is a good idea, then, to keep in touch, and I suppose that keeping in touch is what notebooks are all about. And we are all on our own when it comes to keeping those lines open to ourselves: your notebook will never help me, nor mine you.

I invented nothing new. I simply assembled the discoveries of other men behind whom were centuries of work. Had I worked fifty or ten or even five years before, I would have failed. So it is with every new thing. Progress happens when all the factors that make for it are ready, and then it is inevitable. To teach that a comparatively few men are responsible for the greatest forward steps of mankind is the worst sort of nonsense.

When you're cruising down the road in the fast lane and you lazily sail past a few hard-driving cars and are feeling pretty pleased with yourself and then accidently change down from fourth to first instead of third thus making your engine leap out of your hood in a rather ugly mess, it tends to throw you off stride in much the same way that this remark threw Ford Prefect off his.

I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one...

The explosion hadn’t scathed the coach’s yellow 1979 Ford Pinto. Of course it hadn’t. Such a hideous car couldn’t be destroyed by anything less than a worldwide apocalypse.

Take care of your car in the garage, and the car will take care of you on the road.

A story tells of Henry Ford’s buying scrapped Ford cars and having his engineers disassemble them to see which parts failed and which were still in good shape. Engineers assumed this was done to find the weak parts and make them stronger. Nope. Ford explained that he wanted to find the parts that were still in good shape. The company could save money if they redesigned these parts to fail at the same time as the others.

God is not glorified when we keep for ourselves (no matter how thankfully) what we ought to be using to alleviate the misery of unevangelized, uneducated, unmedicated, and unfed millions. The evidence that many professing Christians have been deceived by this doctrine is how little they give and how much they own. God has prospered them. And by an almost irresistible law of consumer culture (baptized by a doctrine of health, wealth, and prosperity) they have bought bigger (and more) houses, newer (and more) cars, fancier (and more) clothes, better (and more) meat, and all manner of trinkets and gadgets and containers and devices and equipment to make life more fun. They will object: Does not the Old Testament promise that God will prosper his people? Indeed! God increases our yield, so that by giving we can prove our yield is not our god. God does not prosper a man's business so that he can move from a Ford to a Cadillac. God prospers a business so that 17,000 unreached people can be reached with the gospel. He prospers the business so that 12 percent of the world's population can move a step back from the precipice of starvation.

Historical fact: people stopped being human in 1913. That was the year Henry Ford put his cars on rollers and made his workers adopt the speed of assembly line.

I located America thirty-one years ago in a Model T Ford and planted my flag. I've tried a couple of times since to find it again, riding in faster cars and on better roads, but America is the sort of place that is discovered only once by any one man.

I am emotional about engines, if you hurt my car, you hurt my heart.

I tried not to let my relief show. I’d been a passenger in Jae’s car a total of three times, and after each trip, I forced myself not to kiss the ground in thanks once I got free of the Explorer. He’d learned to drive in Seoul. Apparently, no one believed in turn signals or lanes in South Korea, because Jae drove like a drunk butterfly heading to its next fermented flower.

How does paying people more money make you more money? It works like this. The more you pay your workers, the more they spend. Remember, they're not just your workers- they're your consumers, too. The more they spend their extra cash on your products, the more your profits go up. Also, when employees have enough money that they don't have to live in constant fear of bankruptcy, they're able to focus more on their work- and be more productive. With fewer personal problems and less stress hanging over them, they'll lose less time at work, meaning more profits for you. Pay them enough to afford a late model car (i.e. one that works), and they'll rarely be late for work. And knowing that they'll be able to provide a better life for their children will not only give them a more positive attitude, it'll give them hope- and an incentive to do well for the company because the better the company does, the better they'll do. Of course, if you're like most corporations these days- announcing mass layoffs right after posting record profits- then you're already hemorrhaging the trust and confidence of your remaining workforce, and your employees are doing their jobs in a state of fear. Productivity will drop. That will hurt sales. You will suffer. Ask the people at Firestone: Ford has alleged that the tire company fired its longtime union employees, then brought in untrained scab workers who ended up making thousands of defective tires- and 203 dead customers later, Firestone is in the toilet.

Imagine the uproar when Uber’s cars start arriving without drivers.

I thought that the difference between a successful life and an unsuccessful one, between me at that moment and all the people who owned the cars that were nosed-in to their proper places in the lot, maybe between me and that woman out in the trailers by the gold mine, was how well you were able to put things like this out of your mind and not be bothered by them, and maybe too, by how many troubles like this one you had to face in a lifetime.

According to the accounts, which we’ve recorded, there was a motorist driving a blue Ford weaving in and out of the lefthand lane, apparently drunk, and he crashed head-on into your husband’s car. But it seems your husband must have seen the accident coming, for he swerved to avoid a head-on collision, but a piece of machinery had fallen from another car, or truck, and this kept him from completing his correct defensive driving maneuver, which would have saved his life. But as it was, your husband’s much heavier car turned over several times, and still he might have survived, but an oncoming truck, unable to stop, crashed into his car, and again the Cadillac spun over . . . and then . . . it caught on fire.

Street rods have a Chevy in front and a can of wax in the back; Hot Rods have a flathead in front and a box of tools in the back.

The new MX-5 is like the new Ford Mondeo and the Subaru Legacy Outback. It is one of those cars that's absolutely brilliant ... and nobody buys it. You never see one on the road.

Henry looked up and down the empty avenue—no cars or trucks anywhere. No bicycles. No paperboys. No fruit sellers or fish buyers. No flower carts or noodle stands. The streets were vacant, empty—the way he felt inside. There was no one left.

Today Americans living below the poverty line are not just light-years ahead of most Africans; they’re light-years ahead of the wealthiest Americans from just a century ago. Today 99 percent of Americans living below the poverty line have electricity, water, flushing toilets, and a refrigerator; 95 percent have a television; 88 percent have a telephone; 71 percent have a car; and 70 percent even have air-conditioning. This may not seem like much, but one hundred years ago men like Henry Ford and Cornelius Vanderbilt were among the richest on the planet, but they enjoyed few of these luxuries.

My grandfather's short employ at the Ford Motor Company marked the only time any Stephanides has ever worked in the automotive industry. Instead of cars, we could become manufacturers of hamburger platters and Greek salads, industrialists of spanakopita and grilled cheese sandwiches, technocrats of rice pudding and banana cream pie. Our assembly line was the grill; our heavy machinery, the soda fountain.

Everybody wants to be someplace he ain't.

Asking someone else to drive your sports car is like asking someone else to kiss your girlfriend.

Ford. Our cars are built strong. Our cars are built out of bones. Weird metal bones that we found buried in a meteor. Ford: Drive Weird Bones.

When the question is difficult and a skilled solution is not available, intuition still has a shot: an answer may come to mind quickly—but it is not an answer to the original question. The question that the executive faced (should I invest in Ford stock?) was difficult, but the answer to an easier and related question (do I like Ford cars?) came readily to his mind and determined his choice. This is the essence of intuitive heuristics: when faced with a difficult question, we often answer an easier one instead, usually without noticing the substitution.

I didn't know with certainty what to say about the large world, and didn't care to risk speculating. And I still don't. That we all look at it from someplace, and in some hopeful-useful way, is about all I found I could say--my best, most honest effort. And that isn't enough for literature, though it didn't bother me much. Nowadays, I'm willing to say yes to as much as I can: yes to my town, my neighborhood, my neighbor, yes to his car, her lawn and hedge and rain gutters. Let things be the best they can be. Give us all a good night's sleep until it's over.

Henry Ford gave that idea popular currency when he brought out the famous Model T car and announced in 1914 that he would pay his workers the then unheard-of wage of $ 5 a day. Not only was it a matter of social justice, Ford later wrote, but it was smart business. When wages are low, Ford argued, business and the economy are at risk. But when pay is high and steady, Ford reasoned, business is more secure because workers earn enough to be good customers and eventually to be able to afford to buy Model Ts.

FORD SAID, "I'LL BELT THE EARTH WITH DEPENDABLE MOTOR CARS," AND HE DID! His decision to trust his own judgment has already piled up a fortune far greater than the next five generations of his descendents can squander. For the benefit of those seeking vast riches, let it be remembered that practically the sole difference between Henry Ford and a majority of the more than one hundred thousand men who work for him, is this--FORD HAS A MIND AND CONTROLS IT, THE OTHERS HAVE MINDS WHICH THEY DO NOT TRY TO CONTROL.

I’ll F#$%K you so good that the only car you’ll ever drive will be a Ford, because you’ll never stop thinkin’ about me.

Among all the machines, motorcar is my favorite machine.

Over the last decade, Ford has actually earned more money making loans than making cars.

Our society produces schizos the same way it produces Prell Shampoo and Ford cars, the only difference being that the schizos are not salable.

When I was a young man, and the Russkies were going to blow us all to Kingdom Come, we were told we’d have a four-minute warning. I’m talking Ford, Carter, Reagan Days. Four minutes, I used to wonder . . . What would I do in four minutes? Boil an egg, have sex, telephone my enemies to have the final word, listen to Jim Morrison, hotwire a car and drive three blocks?

The question that the executive faced (should I invest in Ford stock?) was difficult, but the answer to an easier and related question (do I like Ford cars?) came readily to his mind and determined his choice. This is the essence of intuitive heuristics: when faced with a difficult question, we often answer an easier one instead, usually without noticing the substitution.

The key fob played the first bar of Für Elise as I locked the car up. I hoped that Beethoven's ghost was out there somewhere, making the night hideous for the managing director of Ford's.

I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one - and enjoy with his family the blessing of hours of pleasure in God's great open spaces. - Henry Ford

But the more the Tesla guys researched the industry, the more they realized that the big automakers don’t even really build their cars anymore. The days of Henry Ford having raw materials delivered to one end of his Michigan factory and then sending cars out the other end had long passed. “BMW didn’t make its windshields or upholstery or rearview mirrors,” Tarpenning said. “The only thing the big car companies had kept was internal combustion research, sales and marketing, and the final assembly. We thought naïvely that we could access all the same suppliers for our parts.

The rear door was black, the driver's side door was red, and the hood was sunshine-yellow. If Henry Ford and Picasso had gone out on a bender, that car was what the hangover would have looked like.

Through Jimi Hendrix's music you can almost see the assassinations of President John F. Kennedy and of Martin Luther King Junior, the beginnings of the Berlin Wall, Yuri Gagarin in space, Fidel Castro and Cuba, the debut of Spiderman, Martin Luther King Junior’s ‘I Have a Dream’ speech, Ford Mustang cars, anti-Vietnam protests, Mary Quant designing the mini-skirt, Indira Gandhi becoming the Prime Minister of India, four black students sitting down at a whites-only lunch counter in Greensboro North Carolina, President Johnson pushing the Civil Rights Act, flower children growing their hair long and practicing free love, USA-funded IRA blowing up innocent civilians on the streets and in the pubs of Great Britain, Napalm bombs being dropped on the lush and carpeted fields of Vietnam, a youth-driven cultural revolution in Swinging London, police using tear gas and billy-clubs to break up protests in Chicago, Mods and Rockers battling on Brighton Beach, Native Americans given the right to vote in their own country, the United Kingdom abolishing the death penalty, and the charismatic Argentinean Marxist revolutionary Che Guevara. It’s all in Jimi’s absurd and delirious guitar riffs.

Main Street is the climax of civilization. That this Ford car might stand in front of the Bon Ton Store, Hannibal invaded Rome and Erasmus wrote in Oxford cloisters. What Ole Jenson the grocer says to Ezra Stowbody the banker is the new law for London, Prague, and the unprofitable isles of the sea; whatsoever Ezra does not know and sanction, that thing is heresy, worthless for knowing and wicked to consider.

People spoke to foreigners with an averted gaze, and everybody seemed to know somebody who had just vanished. The rumors of what had happened to them were fantastic and bizarre though, as it turned out, they were only an understatement of the real thing. Before going to see General Videla […], I went to […] check in with Los Madres: the black-draped mothers who paraded, every week, with pictures of their missing loved ones in the Plaza Mayo. (‘Todo mi familia!’ as one elderly lady kept telling me imploringly, as she flourished their photographs. ‘Todo mi familia!’) From these and from other relatives and friends I got a line of questioning to put to the general. I would be told by him, they forewarned me, that people ‘disappeared’ all the time, either because of traffic accidents and family quarrels or, in the dire civil-war circumstances of Argentina, because of the wish to drop out of a gang and the need to avoid one’s former associates. But this was a cover story. Most of those who disappeared were openly taken away in the unmarked Ford Falcon cars of the Buenos Aires military police. I should inquire of the general what precisely had happened to Claudia Inez Grumberg, a paraplegic who was unable to move on her own but who had last been seen in the hands of his ever-vigilant armed forces [….] I possess a picture of the encounter that still makes me want to spew: there stands the killer and torturer and rape-profiteer, as if to illustrate some seminar on the banality of evil. Bony-thin and mediocre in appearance, with a scrubby moustache, he looks for all the world like a cretin impersonating a toothbrush. I am gripping his hand in a much too unctuous manner and smiling as if genuinely delighted at the introduction. Aching to expunge this humiliation, I waited while he went almost pedantically through the predicted script, waving away the rumored but doubtless regrettable dematerializations that were said to be afflicting his fellow Argentines. And then I asked him about Senorita Grumberg. He replied that if what I had said was true, then I should remember that ‘terrorism is not just killing with a bomb, but activating ideas. Maybe that’s why she’s detained.’ I expressed astonishment at this reply and, evidently thinking that I hadn’t understood him the first time, Videla enlarged on the theme. ‘We consider it a great crime to work against the Western and Christian style of life: it is not just the bomber but the ideologist who is the danger.’ Behind him, I could see one or two of his brighter staff officers looking at me with stark hostility as they realized that the general—El Presidente—had made a mistake by speaking so candidly. […] In response to a follow-up question, Videla crassly denied—‘rotondamente’: ‘roundly’ denied—holding Jacobo Timerman ‘as either a journalist or a Jew.’ While we were having this surreal exchange, here is what Timerman was being told by his taunting tormentors: Argentina has three main enemies: Karl Marx, because he tried to destroy the Christian concept of society; Sigmund Freud, because he tried to destroy the Christian concept of the family; and Albert Einstein, because he tried to destroy the Christian concept of time and space. […] We later discovered what happened to the majority of those who had been held and tortured in the secret prisons of the regime. According to a Navy captain named Adolfo Scilingo, who published a book of confessions, these broken victims were often destroyed as ‘evidence’ by being flown out way over the wastes of the South Atlantic and flung from airplanes into the freezing water below. Imagine the fun element when there’s the surprise bonus of a Jewish female prisoner in a wheelchair to be disposed of… we slide open the door and get ready to roll her and then it’s one, two, three… go!

One central characteristic of the Model T now generally forgotten is that it was the first car of consequence to put the driver’s seat on the left-hand side. Previously, nearly all manufacturers placed the driver on the outer, curb-side of the car so that an alighting driver could step out onto a grassy verge or dry sidewalk rather than into the mud of an unpaved road. Ford reasoned that this convenience might be better appreciated by the lady of the house, and so arranged seating for her benefit. The arrangement also gave the driver a better view down the road, and made it easier for passing drivers to stop and have a conversation out facing windows. Ford was no great thinker, but he did understand human nature. Such, in any case, was the popularity of Ford’s seating plan for the Model T that it soon became the standard adopted by all cars.

The Ford Motor Company CEO taunts Reuther by asking, “Walter, how are you going to get these robots to pay union dues?” Reuther comes right back at Ford, asking, “Henry, how are you going to get them to buy your cars?” While

The big thing is the product, and any hurry in getting into fabrication before designs are completed is just so much waste time. I spent twelve years before I had a Model T—which is what is known to-day as the Ford car—that suited me.

Iacocca made his pitch: He wanted Ford to build the Fiesta, but with a Honda engine and transmission in it. Honda was delighted: He would like nothing better than this joint production with an American company, whose very name he revered. The price of the Japanese parts would be only $711. He could deliver 300,000 and do it quickly. Iacocca was even more delighted; he had an instant car and an unbeatable one at that. It could be in the dealers’ showrooms in only eighteen months.

There are only two ways to make it in big-time politics today: One is to come on like a mean dinosaur, with a high-powered machine that scares the shit out of your entrenched opposition (like Daley or Nixon)... and the other is to tap the massive, frustrated energies of a mainly young, disillusioned electorate that has long since abandoned the idea that we all have a _duty_ to vote. This is like being told you have a _duty_ to buy a new car, but you have to choose immediately between a Ford and a Chevy.

Now you address me,” the kingfisher said. “ ‘O Bird!’ you say, and make your request.” “O Bird!” August said, opening his hands imploringly, “Tell me this: Is it okay if we have a gas station in Meadowbrook, and sell Ford cars?” “Certainly.” “What?” “Certainly!

We know amazingly little about what happens beneath our feet. It is fairly remarkable to think that Ford has been building cars and baseball has been playing World Series for longer than we have known that the Earth has a core. And of course the idea that the continents move about on the surface like lily pads has been common wisdom for much less than a generation. “Strange as it may seem,” wrote Richard Feynman, “"we understand the distribution of matter in the interior of the Sun far better than we understand the interior of the Earth.

In a recent speech Walter Reuther told of a visit to the new automatically operated Ford plant in Cleveland. Pointing to the robots, his host asked him, “How are you going to collect union dues from those guys?” The C.I.O. president … returned an equally pertinent question: “And how are you going to get them to buy cars?

What looks good to you?” he asked as if we were out for ice cream. Rocky road or pistachio? Like my Corvette sitting back in the shop, he had a penchant for American-made classics, the ones Detroit had long-since forgotten it once knew how to make. Slowly, I walked around looking at each one—the acid green Shelby Mustang with white racing stripes, the powder blue Ford Fairlane, the black Chevy Bel-Air— each in pristine condition and only because his blood and sweat coursed through them as surely as gasoline. But if he was serious that I could take my pick and drive it out of here, there was only one choice for me: the cherry red 1955 Ford Bronco.

Collins was in the space capsule all alone. While his partners were down there collecting rocks, Collins was manning the wheel. Twenty-six times he circled the moon—solo. Imagine? He was completely out of radio contact. Couldn’t talk to his partners. Couldn’t talk to NASA. He was cut off from every living soul in the universe. If he panicked, if he fucked up, if he pushed the wrong button, he’d strand Armstrong and Aldrin. Or if they did something wrong, if their lunar car broke down, if they couldn’t restart the thing, if they couldn’t blast off and reconnect with Collins forty-five miles above the moon, he’d have to head back to earth all by himself. Leave his partners to die. Slowly running out of air. While watching earth in the distance. It was such a real possibility, Collins returning to earth by himself, that Nixon wrote up a speech to the nation. Collins—now that’s one stone-cold wheelman. That’s the guy you want sitting at the wheel of a gassed-up Ford while you’re inside a bank.

There, parked in the driveway with a huge blue bow on it, was a Ford minivan. They’d given me a minivan. They could have picked any car, and they picked a minivan. A minivan. O God of Vehicular Justice, why dost thou mock me? Minivan, you albatross around my neck! You mark of Cain! You wretched beast of high ceilings and few horsepower!

In my classes, we read great fiction obsessively, and then attempt to see how a writer managed to affect us. We try to understand which elements—diction, syntax, point of view and so forth—made us feel that way. After we spend several weeks reading this way, wondering how the author made us shiver like that, we try our own hand. I ask students to begin with ‘green lines,’ to isolate writing so good it makes one writer envious of another. Which parts do they wish they had written themselves? Students start to understand how their own writing works, where it ripples with energy… What they really want is to have some kind of firsthand, visceral relationship with a book—to see what it’s like to take a work apart and put it back together—using great stories as structural models, just the way the kids I grew up with in Detroit fell in love with cars by spending weekends trying to make derelict Ford Mustangs run again. When the engine finally starts, when you figure out how to make it fire, it’s an incredibly powerful learning experience.

The big thing is the product, and any hurry in getting into fabrication before designs are completed is just so much waste time. I spent twelve years before I had a Model T—which is what is known to-day as the Ford car—that suited me. We did not attempt to go into real production until we had a real product. That product has not been essentially changed.

I am so obsessed with the cars that sometimes I feel like my heart is not a muscle, it's an engine.

My mama encouraged us to sing our hearts open. There was music when we woke up, music in the car, music when we cleaned, music at family get-togethers.

....One dark night, my Tudor Ford climbed the hill's skull; I watched for love-cars. Lights turned down, they lay together, hull to hull, where the graveyard shelves on the town. . . . My mind's not right. A car radio bleats, "Love, O careless Love. . . ." I hear my ill-spirit sob in each blood cell, as if my hand were at its throat. . . . I myself am hell; nobody's here-- only skunks, that search in the moonlight for a bite to eat. They march on their soles up Main Street: white stripes, moonstruck eyes' red fire under the chalk-dry and spar spire of the Trinitarian Church. I stand on top of our back steps and breathe the rich air-- a mother skunk with her column of kittens swills the garbage pail. She jabs her wedge-head in a cup of sour cream, drops her ostrich tail, and will not scare.

The two little girls and I crossed the Delaware River where George Washington had crossed it, the next morning. We went to the New York World’s Fair, saw what the past had been like, according to the Ford Motor Car Company and Walt Disney, saw what the future would be like, according to General Motors. And I asked myself about the present: how wide it was, how deep it was, how much was mine to keep.

Ireland, like Ukraine, is a largely rural country which suffers from its proximity to a more powerful industrialised neighbour. Ireland’s contribution to the history of tractors is the genius engineer Harry Ferguson, who was born in 1884, near Belfast. Ferguson was a clever and mischievous man, who also had a passion for aviation. It is said that he was the first man in Great Britain to build and fly his own aircraft in 1909. But he soon came to believe that improving efficiency of food production would be his unique service to mankind. Harry Ferguson’s first two-furrow plough was attached to the chassis of the Ford Model T car converted into a tractor, aptly named Eros. This plough was mounted on the rear of the tractor, and through ingenious use of balance springs it could be raised or lowered by the driver using a lever beside his seat. Ford, meanwhile, was developing its own tractors. The Ferguson design was more advanced, and made use of hydraulic linkage, but Ferguson knew that despite his engineering genius, he could not achieve his dream on his own. He needed a larger company to produce his design. So he made an informal agreement with Henry Ford, sealed only by a handshake. This Ford-Ferguson partnership gave to the world a new type of Fordson tractor far superior to any that had been known before, and the precursor of all modern-type tractors. However, this agreement by a handshake collapsed in 1947 when Henry Ford II took over the empire of his father, and started to produce a new Ford 8N tractor, using the Ferguson system. Ferguson’s open and cheerful nature was no match for the ruthless mentality of the American businessman. The matter was decided in court in 1951. Ferguson claimed $240 million, but was awarded only $9.25 million. Undaunted in spirit, Ferguson had a new idea. He approached the Standard Motor Company at Coventry with a plan, to adapt the Vanguard car for use as tractor. But this design had to be modified, because petrol was still rationed in the post-war period. The biggest challenge for Ferguson was the move from petrol-driven to diesel-driven engines and his success gave rise to the famous TE-20, of which more than half a million were built in the UK. Ferguson will be remembered for bringing together two great engineering stories of our time, the tractor and the family car, agriculture and transport, both of which have contributed so richly to the well-being of mankind.

1910 there were more electric-powered cars on the streets of New York than gas-powered ones, and everyone back then assumed that electric cars were the future—they made a lot more sense than the crazy engines that ran on controlled explosions of volatile, toxic chemicals. But Rockefeller funded Ford to make sure that gas-powered cars, not electric, would be the way of the future, so he would have a place to sell his oil.” “I

Don’t tell me about the future,” said Ford. “I’ve been all over the future. Spend half my time there. It’s the same as anywhere else. Anywhen else. Whatever. Just the same old stuff in faster cars and smellier air.

The little green Ford had regular front-hinged doors, like most cars, and the doors had a restraint about two-thirds of the way through their travel, so stepping out meant stepping back too, which improved Reacher’s angle. It put the engine block between him and the two guys. If they drew down immediately and started shooting from the get-go, he could hit the deck behind a bulletproof shield. If they had guns. Which was not proven.

I decided to call him Ford Prefect. (This was a joke that missed American audiences entirely, of course, since they had never heard of the rather oddly named little car, and many thought it was a typing error for Perfect.) I explained in the text that the minimal research my alien character had done before arriving on this planet had led him to think that this name would be “nicely inconspicuous.” He had simply mistaken the dominant life form.

Diana took some small satisfaction when a Sunday newspaper accurately detailed Camilla’s comings and goings, even reporting on the unmarked Ford estate car the Prince uses to drive the twelve miles to Middlewich House. This was further authenticated by a former policeman at Highgrove, Andrew Jacques, who sold his story to a national newspaper. “Mrs Parker-Bowles certainly figures larger in the Prince’s life at Highgrove than Princess Di,” he claimed, a view endorsed by many of Diana’s friends.

It was Father Charles Coughlin, of Detroit, who had first thought out the device of freeing himself from any censorship of his political sermons on the Mount by "buying his own time on the air"— it being only in the twentieth century that mankind has been able to buy Time as it buys soap and gasoline. This invention was almost equal, in its effect on all American life and thought, to Henry Ford's early conception of selling cars cheap to millions of people, instead of selling a few as luxuries.

For my grandparents, Armco was an economic savior—the engine that brought them from the hills of Kentucky into America’s middle class. My grandfather loved the company and knew every make and model of car built from Armco steel. Even after most American car companies transitioned away from steel-bodied cars, Papaw would stop at used-car dealerships whenever he saw an old Ford or Chevy. “Armco made this steel,” he’d tell me. It was one of the few times that he ever betrayed a sense of genuine pride. Despite that pride, he had no interest in my working there: “Your generation will make its living with their minds, not their hands,” he once told me. The only acceptable career at Armco was as an engineer, not as a laborer in the weld shop. A lot of other Middletown parents and grandparents must have felt similarly: To them, the American Dream required forward momentum. Manual labor was honorable work, but it was their generation’s work—we had to do something different. To move up was to move on. That required going to college.

We know amazingly little about what happens beneath our feet. It is fairly remarkable to think that Ford has been building cars and baseball has been playing World Series for longer than we have known that the Earth has a core. And of course the idea that the continents move about on the surface like lily pads has been common wisdom for much less than a generation. “Strange as it may seem,” wrote Richard Feynman, “we understand the distribution of matter in the interior of the Sun far better than we understand the interior of the Earth.” The

Asia is rising against me. I haven't got a chinaman's chance. I'd better consider my national resources. My national resources cousist of two joints of marijuana millions of genitals an unpublishable private literature that goes 1400 miles an hour and twentyfive-thousand mental institutions. I say nothing about my prisons nor the millions of underprivileged who live in my flowerpots under the light of five hundred suns. I have abolished the whorehouses of France, Tangiers is the next to go. My ambition is to be President despite the fact that I'm a Catholic. America how can I write a holy litany in your silly mood? I will continue like Henry Ford my strophes are as individual as his automobiles more so they're all different sexes. America I will sell you strophes $2500 apiece $500 down on your old strophe America free Tom Mooney America save the Spanish Loyalists America Sacco & V anzetti must not die America I am the Scottsboro boys. America when I was seven momma took me to Communist Cell meetings they sold us garbanzos a handful per ticket a ticket costs a nickel and the speeches were free everybody was angelic and sentimental about the workers it was all so sincere you have no idea what a good thing the party was in 1835 Scott Nearing was a grand old man a real mensch Mother Bloor made me cry I once saw Israel Amter plain. Everybody must have been a spy. America you don't really want to go to war. America it's them bad Russians. Them Russians them Russians and them Chinamen. And them Russians. The Russia wants to eat us alive. The Russia's power mad. She wants to take our cars from out our garages. Her wants to grab Chicago. Her needs a Red Readers' Digest. Her wants our auto plants in Siberia. Him big bureaucracy running our fillingstations. That no good. Ugh. Him make Indians learn read. Him need big black niggers. Hah. Her make us all work sixteen hours a day. Help. America this is quite serious. America this is the impression I get from looking in the television set. America is this correct? I'd better get right down to the job. It's true I don't want to join the Army or turn lathes in precision parts factories, I'm nearsighted and psychopathic anyway. America I'm putting my queer shoulder to the wheel.

We all have things we love to do. And it’s the people around us who love us that help us unlock these dreams. It’s ONLY when you find the people you love that you can create and flourish. Henry Ford was 45 when he started his third car company and created the assembly line. He did this once he eliminated all the people who tried to control him at prior companies. Colonel Sanders was 65 when he started KFC. Laura Ingalls Wilder was 65 when she wrote her first book. The book launched the Little House on the Prairie series. This was after she had been totally wiped out in the Great Depression and left with nothing but she started to surround herself with people who encouraged her and pushed her to pursue writing to make ends meet. 4.“What humanity has collectively learned so far would make up a tiny mark within the circle. Everything we all have to learn in the future would take up the rest of the space. It is a big universe, and we are all learning more about it every day. If you aren’t listening, you are missing out.” The other day someone asked me if I believe in God. There’s no answer. Always have reverence for the infinite things we will never know.

In 2014, a senior executive from the Ford Motor Company told an audience at the Consumer Electronics Show, “We know everyone who breaks the law, we know when you’re doing it. We have GPS in your car, so we know what you’re doing.” This came as a shock and surprise, since no one knew Ford had its car owners under constant surveillance. The company quickly retracted the remarks, but the comments left a lot of wiggle room for Ford to collect data on its car owners. We know from a Government Accountability Office report that both automobile companies and navigational aid companies collect a lot of location data from their users.

No wonder the men hate you,” she said. “They don’t!” he replied. “And don’t fall into errors: in your sense of the word, they are not men. They are animals you don’t understand, and never could. Don’t thrust your illusions on other people. The masses were always the same, and will always be the same. Nero’s slaves were extremely little different from our colliers or the Ford motor-car workmen. I mean Nero’s mine slaves and his field slaves. It is the masses: they are the unchangeable. An individual may emerge from the masses. But the emergence doesn’t alter the mass. The masses are unalterable. It is one of the most momentous facts of social science.

Therefore in 1909 I announced one morning, without any previous warning, that in the future we were going to build only one model, that the model was going to be "Model T," and that the chassis would be exactly the same for all cars, and I remarked: "Any customer can have a car painted any colour that he wants so long as it is black.

Albert Einstein, considered the most influential person of the 20th century, was four years old before he could speak and seven before he could read. His parents thought he was retarded. He spoke haltingly until age nine. He was advised by a teacher to drop out of grade school: “You’ll never amount to anything, Einstein.” Isaac Newton, the scientist who invented modern-day physics, did poorly in math. Patricia Polacco, a prolific children’s author and illustrator, didn’t learn to read until she was 14. Henry Ford, who developed the famous Model-T car and started Ford Motor Company, barely made it through high school. Lucille Ball, famous comedian and star of I Love Lucy, was once dismissed from drama school for being too quiet and shy. Pablo Picasso, one of the great artists of all time, was pulled out of school at age 10 because he was doing so poorly. A tutor hired by Pablo’s father gave up on Pablo. Ludwig van Beethoven was one of the world’s great composers. His music teacher once said of him, “As a composer, he is hopeless.” Wernher von Braun, the world-renowned mathematician, flunked ninth-grade algebra. Agatha Christie, the world’s best-known mystery writer and all-time bestselling author other than William Shakespeare of any genre, struggled to learn to read because of dyslexia. Winston Churchill, famous English prime minister, failed the sixth grade.

It was speculated that a car manufacturing company like Ford, or a space or aircraft project like NASA’s Manned Orbiting Laboratory Project, or millionaires like the Rockefellers or Howard Hughes were secretly purchasing the land. One account even suggested the Mafia was buying land to launder ill-gotten gains or dump bodies in the swamps. However,

Having seen several hundred lease agreements entered into by people I have counseled, my financial calculator confirms that the average interest rate is 14 percent. Shouldn’t you lease or rent things that go down in value? Not necessarily, and the math doesn’t work on a car, for sure. Follow me through this example: If you rent (lease) a car with a value of $22,000 for three years, and when you turn it in at the end of that three-year lease the car is worth $10,000, someone has to cover the $12,000 loss. You’re not stupid, so you know that General Motors, Ford, or any of the other auto giants aren’t going to put together a plan to lose money. Your fleece/lease payment is designed to cover the loss in value ($12,000 spread over 36 months is equal to $333 per month), plus provide profit (the interest you pay). Where did you get a deal in that? You didn’t! On top of that, there is the charge of 10 to 17 cents per mile for going over the allotted miles and the penalties everyone turning in a lease has experienced for “excessive wear and tear,” which takes into account every little nick, dent, carpet tear, smudge, or smell. You end up writing a large check just to walk away after renting your car. The whole idea of the back-end penalties is twofold: to get you to fleece/lease another one so you can painlessly roll the gotchas into the new lease, and to make sure the car company makes money.

She had signed her own death-warrant. He kept telling himself over and over that he was not to blame, she had brought it on herself. He had never seen the man. He knew there was one. He had known for six weeks now. Little things had told him. One day he came home and there was a cigar-butt in an ashtray, still moist at one end, still warm at the other. There were gasoline-drippings on the asphalt in front of their house, and they didn't own a car. And it wouldn't be a delivery-vehicle, because the drippings showed it had stood there a long time, an hour or more. And once he had actually glimpsed it, just rounding the far corner as he got off the bus two blocks down the other way. A second-hand Ford. She was often very flustered when he came home, hardly seemed to know what she was doing or saying at all. He pretended not to see any of these things; he was that type of man, Stapp, he didn't bring his hates or grudges out into the open where they had a chance to heal. He nursed them in the darkness of his mind. That's a dangerous kind of a man. If he had been honest with himself, he would have had to admit that this mysterious afternoon caller was just the excuse he gave himself, that he'd daydreamed of getting rid of her long before there was any reason to, that there had been something in him for years past now urging Kill, kill, kill. Maybe ever since that time he'd been treated at the hospital for a concussion. ("Three O'Clock")

A number of Ford engineers arrived at Derby, and spent some months examining and familiarizing themselves with the drawings and manufacturing methods. One day their Chief Engineer appeared in Lovesey’s office, which I was then sharing, and said, ‘You know, we can’t make the Merlin to these drawings’. I replied loftily, ‘I suppose that is because the drawing tolerances are too difficult for you, and you can’t achieve the accuracy’. ‘On the contrary’, he replied, ‘the tolerances are far too wide for us. We make motor cars far more accurately than this. Every part on our car engines has to be interchangeable with the same part on any other engine, and hence all parts have to be made with extreme accuracy, far closer than you use. That is the only way we can achieve mass production’.

THE City of Angels operated mostly on a grid pattern, with a few winding streets tossed in to fuck up a tourist trying to get from Hollywood to downtown. Adding to the confusion are three of the worst intersected freeways known to mankind. An innocent stranger to the molasses gridlock around the downtown exits could unsuspectingly take the wrong course among the five hundred options available amid the endless construction and find himself circling the area, hopelessly lost until he either ran out of gas or went mad from the hell he couldn’t escape. Bobby was dead certain many of the street people trudging through downtown muttering to themselves were actually motorists who finally abandoned their cars and set to walking the cement and steel desert until the end of their days. I wasn’t all together certain he was wrong.

In the weeks leading up to the Detroit rebellion, three incidents exacerbated racial tensions. On June 12, a mob of more than eighty whites waged a miniriot and smoke-bombed the house of an interracial married couple—a black man and a white woman—who had moved into a suburban white neighborhood. On June 23, a black couple—Mr. Thomas, who worked at a local Ford plant, and Ms. Thomas, his pregnant wife—went to Rouge Park in a white neighborhood. A mob of more than fifteen whites harassed them, threatened to rape Mrs. Thomas, cut the wires on their car so they could not leave, and then shot Mr. Thomas three times, killing him and causing Ms. Thomas to miscarry. Six of the whites were arrested, but only one was charged, and he was eventually let off by a jury. In fact, at that time, no white had ever been found guilty of murdering a black person in Detroit.

the Big Three own, which include America’s major airlines (American, Delta, United Continental), much of Wall Street (JPMorgan Chase, Wells Fargo, Bank of America, Citigroup) and car makers such as Ford and General Motors. Together, the Big Three are the largest single shareholder in almost 90 per cent of firms listed in the New York Stock Exchange, including Apple, Microsoft, ExxonMobil, General Electric and Coca-Cola. As for the dollar value of the Big Three’s shares, it has too many zeros to mean much. At the time of writing, BlackRock manages nearly $10 trillion in investments, Vanguard $8 trillion and State Street $4 trillion. To make sense of these numbers: they are almost exactly the same as the US national income; or the sum of the national incomes of China and Japan; or the sum of the total income of the eurozone, the UK, Australia, Canada and Switzerland.

It's odd to imagine, of course: you pass a car on a lonely rural highway; you sit beside a man in a diner and share views with him; you wait behind a customer checking into a motel, a friendly man with a winning smile and twinkling hazel eyes, who's happy to fill you in on his life's story and wants you to like him - odd to think this man is cruising around with a loaded pistol, making up his mind about which bank he'll soon rob.' - Richard Ford, Canada

The sound was still off. In the movie, the girl and the woman had gotten into a car and were driving somewhere. They were still arguing. I watched their mouths without anu sound coming out. And the more I watched them, the more I thought that that's exactly how most people are. They move their mouths, but nothing important comes out. They just talk and talk and talk. That's what Cat Poop wants me to do: talk. But like I keep telling him, there's nothing to say. "Suicide Notes

Rivera’s admiration for Stalin was equaled only by his admiration for Henry Ford. By the 1920s and ‘30s, nearly every industrial country in Europe and Latin America, as well as the Soviet Union, had adopted Ford’s engineering and manufacturing methods: his highly efficient assembly line to increase production and reduce the cost of automobiles, so that the working class could at least afford to own a car; his total control over all the manufacturing and production processes by concentrating them all in one place, from the gathering of raw materials to orchestrating the final assembly; and his integration, training, and absolute control of the workforce. Kahn, the architect of Ford’s factories, subsequently constructed hundreds of factories on the model of the Rouge complex in Dearborn, Michigan, which was the epicenter of Ford’s industrial acumen as well as a world-wide symbol of future technology. Such achievements led Rivera to regard Detroit’s industry as the means of transforming the proletariat to take the reins of economic production.

The essential point is that a worker is also a consumer (and may support other consumers). These people drive final demand. When a worker is replaced by a machine, that machine does not go out and consume. The machine may use energy and spare parts and require maintenance, but again, those are business inputs, not final demand. If there is no one to buy what the machine is producing, it will ultimately be shut down. An industrial robot in an auto manufacturing plant will not continue running if no one is buying the cars it is assembling.

Suppose someone—say Mr. Henry Ford—finds out a way of making motor-cars so cheaply that no one else can compete, with the result that all the other firms engaged in making cars go bankrupt. In order to arrive at the cost to the community of one of the new cheap cars, one must add, to what Mr. Ford would have to pay, the proper proportion of all the now useless plant belonging to other firms, and of the cost of rearing and educating those workers and managers previously employed by other firms but now out of work. (Some will obtain employment with Mr. Ford, but probably not all, since the new process is cheaper, and therefore requires less labour.) There may well also be other expenses to the community —labour disputes, strikes, riots, extra police, trials and imprisonments. When all these items are taken into account, it may well be found that the cost of the new cars to the community is, at first, considerably greater than that of the old ones. Now it is the cost to the community which determines what is socially advantageous, while it is the cost to the individual manufacturer which determines, in our system, what takes place.

I think it would be true to say that every boy in the school hated and feared her. Yet we all fawned on her in the most abject way, and the top layer of our feelings towards her was a sort of guilt-stricken loyalty. Bingo, although the discipline of the school depended more on her than on Sim, hardly pretended to dispense justice. She was frankly capricious. An act which might get you a caning one day, might next day be laughed off as a boyish prank, or even commended because it “showed you had guts.” There were days when everyone cowered before those deepset, accusing eyes, and there were days when she was like a flirtatious queen surrounded by courtier-lovers, laughing and joking, scattering largesse, or the promise of largesse (“And if you win the Harrow History Prize I’ll give you a new case for your camera!”), and occasionally even packing three or four favoured boys into her Ford car and carrying them off to a teashop in town, where they were allowed to buy coffee and cakes. Bingo was inextricably mixed up in my mind with Queen Elizabeth, whose relations with Leicester and Essex and Raleigh were intelligible to me from a very early age. A word we all constantly used in speaking of Bingo was “favour.

It is of more than historical interest to reflect that Henry Ford modeled his assembly line car production after visiting a Chicago slaughterhouse in the early 1900s. He watched the suspended animals, legs shackled and heads downward, on a moving conveyor as they traveled from worker to worker, each of whom performed a step in the slaughtering process. Ford immediately saw that it was a perfect model for the automobile industry, creating an assembly method of building cars. More than efficient, the slaughtering assembly line offered workers a newly found detachment in the whole messy business of killing animals. Animals were reduced to factory products and the emotionally deadened workers could see themselves as line workers rather than animal killers. Later, the Nazis used the same slaughterhouse model for their mass murders in the concentration camps. The factory-style assembly line became a way for Nazi soldiers to detach from the killing--seeing the victims as "animals," and themselves as workers. Henry Ford, a rampant anti-Semite, not only developed the assembly line method later used in the Holocaust, he openly admired the Nazis' efficiency. Hitler returned the admiration. The German leader considered "Heinrich Ford" a comrade-in-arms and kept a life-sized portrait of the automobile mogul in his office at the Nazi Party headquarters.

On May 31, 1921, the Ford Motor Company turned out Car No. 5,000,000. It is out in my museum along with the gasoline buggy that I began work on thirty years before and which first ran satisfactorily along in the spring of 1893. I was running it when the bobolinks came to Dearborn and they always come on April 2nd. There is all the difference in the world in the appearance of the two vehicles and almost as much difference in construction and materials, but in fundamentals the two are curiously alike—except that the old buggy has on it a few wrinkles that we have not yet quite adopted in our modern car. For that first car or buggy, even though it had but two cylinders, would make twenty miles an hour and run sixty miles on the three gallons of gas the little tank held and is as good to-day as the day it was built. The development in methods of manufacture and in materials has been greater than the development in basic design. The whole design has been refined; the present Ford car, which is the "Model T," has four cylinders and a self starter—it is in every way a more convenient and an easier riding car. It is simpler than the first car. But almost every point in it may be found also in the first car. The changes have been brought about through experience in the making and not through any change in the basic principle—which I take to be an important fact demonstrating that, given a good idea to start with, it is better to concentrate on perfecting it than to hunt around for a new idea.

Imagine that you get in your car and begin driving at 5 miles per hour. You drive for a minute, accelerate to double your speed to 10 mph, drive for another minute, double your speed again, and so on. The really remarkable thing is not simply the fact of the doubling but the amount of ground you cover after the process has gone on for a while. In the first minute, you would travel about 440 feet. In the third minute at 20 mph, you’d cover 1,760 feet. In the fifth minute, speeding along at 80 mph, you would go well over a mile. To complete the sixth minute, you’d need a faster car—as well as a racetrack. Now think about how fast you would be traveling—and how much progress you would make in that final minute—if you doubled your speed twenty-seven times. That’s roughly the number of times computing power has doubled since the invention of the integrated circuit in 1958. The revolution now under way is happening not just because of the acceleration itself but because that acceleration has been going on for so long that the amount of progress we can now expect in any given year is potentially mind-boggling. The answer to the question about your speed in the car, by the way, is 671 million miles per hour. In that final, twenty-eighth minute, you would travel more than 11 million miles. Five minutes or so at that speed would get you to Mars. That, in a nutshell, is where information technology stands today, relative to when the first primitive integrated circuits started plodding along in the late 1950s.

In the Mountains, they cooked, too. Joe Godwin made liquor in Muscadine. Moe Shealey made it in Mineral Springs. Junior McMahan had a still in ragland. Fred and Alton Dryden made liquor in Tallapoosa, and Eulis Parker made it on Terrapin Creek. Wayne Glass knew their faces because he drove it, and made more money hauling liquor than he ever made at the cotton mill. He loaded the gallon cans into his car in the deep woods and dodged sheriffs and federal men to get it to men like Robert Kilgore, the bootlegger who sold whiskey from a house in Weaver, about ten minutes south of Jacksonville. "I could haul a hundred and fifty gallons in a Flathead Ford, at thirty-five dollars a load," he said. Wayne lost the end of one finger in the mill, but he was bulletproof when he was running liquor, and only did time once, for conspiracy. "They couldn't catch me haulin' liquor," he said, "so they got me for thinkin' about it.

Saturday and Sunday nights the long gray car would be parked among Fords and Chevrolets, as if it had littered or spawned on the gravel quay beside the club. Inside, the five-man Negro band pumped jazz—Button Up Your Overcoat and I’ll Get By and That’s My Weakness Now, interspersed with numbers that had been living before and would be living after: San and Tiger Rag and High Society—while the planters and bankers, the doctors and lawyers, the cotton men and merchants made a show of accompanying each other’s wives through the intricacies of the Charleston, the Black Bottom, the Barney Google, or else backed off and watched one of the women take a solo break, improvising, bobbing and weaving, wetting her thumbs and rolling her eyes, ritualistic, clinging desperately to the tail end of the jazz age—so desperately, so frantically indeed, that a person looking back upon that time might almost believe they had foreseen the depression and Roosevelt and another war and were dancing thus, Cassandra-like, in a frenzy of despair. Jeff

Business leadership is based on two elements: vision and technical competence. Top people in a given industry always embody at least one of those two elements. Sometimes, but rarely, they embody both of them. Simply put, vision is the ability to see what other people don’t. It’s a Ford executive named Lee Iacocca realizing that a market existed for an automobile that was both a racing car and a street vehicle—and coming up with the Mustang. It’s Steven Jobs realizing that computers needed to be sold in a single box, like a television sets, instead of piece by piece. About one hundred years ago, Walter Chrysler was a plant manager for a locomotive company. Then he decided to go into the car business, which was a hot new industry at the time. The trouble was, Walter Chrysler didn’t know a lot about cars, except that they were beginning to outnumber horses on the public roadways. To remedy this problem, Chrysler bought one of the Model T Fords that were becoming so popular. To learn how it worked, he took it apart and put it back together. Then, just to be sure he understood everything, he repeated this. Then, to be absolutely certain he knew what made a car work, he took it apart and put it together forty-eight more times, for a grand total of fifty. By the time he was finished, Chrysler not only had a vision of thousands of cars on American highways, he also had the mechanical details of those cars engraved in his consciousness. Perhaps you’ve seen the play called The Music Man. It’s about a fast-talking man who arrives in a small town with the intention of hugely upgrading a marching band. However, he can’t play any instruments, doesn’t know how to lead a band, and doesn’t really have any musical skills whatsoever. The Music Man is a comedy, but it’s not totally unrealistic. Some managers in the computer industry don’t know how to format a document. Some automobile executives could not change a tire. There was once even a vice president who couldn’t spell potato. It’s not a good idea to lack the fundamental technical skills of your industry, and it’s really not a good idea to get caught lacking them. So let’s see what you can do to avoid those problems.

The automobile, like the all-important domestic façade, is another mechanism for outdoor class display. Or class lack of display we'd have to say, if we focus on the usages of the upper class, who, on the principle of archaism, affect to regard the automobile as very nouveau and underplay it consistently. Class understatement describes the technique: if your money and freedom and carelessness of censure allow you to buy any kind of car, you provide yourself with the meanest and most common to indicate that you're not taking seriously so easily purchasable and thus vulgar a class totem. You have a Chevy, Ford, Plymouth, or Dodge, and in the least interesting style and color. It may be clean, although slightly dirty is best. But it should be boring. The next best thing is to have a "good" car, like a Jaguar or BMW, but to be sure it's old and beat-up. You may not have a Rolls, a Cadillac, or a Mercedes. Especially a Mercedes, a car, Joseph Epstein reports in The American Scholar (Winter 1981-82), which the intelligent young in West Germany regard, quite correctly, as "a sign of vulgarity, a car of the kind owned by Beverly Hills dentists or African cabinet ministers.

I stroll to the platform and up under the awning, hands in pockets, stepping lively on my toes as if I'm expecting -- a loved one, a girlfriend, a best friend from college long out of touch. The two trainmen give me the mackerel eye and begin some exclusive talk they've been putting off. But I don't feel the least excluded, since I enjoy this closeness to trains and the great moment they exude, their implacable hissing noise and purpose. I read somewhere it is psychologically beneficial to stand near things greater and more powerful than you yourself, so as to dwarf yourself (and your piddlyass brothers) by comparison. To do so, the writer said, released the spirit from its everyday moorings, and accounted for why Montanans and Sherpas, who live near daunting mountains, aren't much at complaining or nettlesome introspection. He was writing about better "uses" to be made of skyscrapers, and if you ask me the guy was right on the money. All alone now beside the humming train cars, I actually do feel my moorings slacken, and I will say it again, perhaps for the last time: there is mystery everywhere, even in a vulgar, urine-scented, suburban depot such as this. You have only to let yourself in for it. You can never know what's coming next. Always there is the chance it will be -- miraculous to say -- something you want.

We kissed again, and I shivered in the cold night air. Wanting to get me out of the cold, he led me to his pickup and opened the door so we could both climb in. The pickup was still warm and toasty, like a campfire was burning in the backseat. I looked at him, giggled like a schoolgirl, and asked, “What have you been doing all this time?” “Oh, I was headed home,” he said, fiddling with my fingers. “But then I just turned around; I couldn’t help it.” His hand found my upper back and pulled me closer. The windows were getting foggy. I felt like I was seventeen. “I’ve got this problem,” he continued, in between kisses. “Yeah?” I asked, playing dumb. My hand rested on his left bicep. My attraction soared to the heavens. He caressed the back of my head, messing up my hair…but I didn’t care; I had other things on my mind. “I’m crazy about you,” he said. By now I was on his lap, right in the front seat of his Diesel Ford F250, making out with him as if I’d just discovered the concept. I had no idea how I’d gotten there--the diesel pickup or his lap. But I was there. And, burying my face in his neck, I quietly repeated his sentiments. “I’m crazy about you, too.” I’d been afflicted with acute boy-craziness for over half my life. But what I was feeling for Marlboro Man was indescribably powerful. It was a primal attraction--the almost uncontrollable urge to wrap my arms and legs around him every time I looked into his eyes. The increased heart rate and respiration every time I heard his voice. The urge to have twelve thousand of his babies…and I wasn’t even sure I wanted children. “So anyway,” he continued. That’s when we heard the loud knocking on the pickup window. I jumped through the roof--it was after 2:00 A.M. Who on earth could it be? The Son of Sam--it had to be! Marlboro Man rolled down the window, and a huge cloud of passion and steam escaped. It wasn’t the Son of Sam. Worse--it was my mother. And she was wearing her heather gray cashmere robe. “Reeee?” she sang. “Is that yoooou?” She leaned closer and peered through the window. I slid off of Marlboro Man’s lap and gave her a halfhearted wave. “Uh…hi, Mom. Yeah. It’s just me.” She laughed. “Oh, okay…whew! I just didn’t know who was out here. I didn’t recognize the car!” She looked at Marlboro Man, whom she’d met only one time before, when he picked me up for a date. “Well, hello again!” she exclaimed, extending her manicured hand. He took her hand and shook it gently. “Hello, ma’am,” he replied, his voice still thick with lust and emotion. I sank in my seat. I was an adult, and had just been caught parking at 2:00 A.M. in the driveway of my parents’ house by my robe-wearing mother. She’d seen the foggy windows. She’d seen me sitting on his lap. I felt like I’d just gotten grounded. “Well, okay, then,” my mom said, turning around. “Good night, you two!” And with that, she flitted back into the house. Marlboro Man and I looked at each other. I hid my face in my hands and shook my head. He chuckled, opened the door, and said, “C’mon…I’d better get you home before curfew.” My sweaty hands still hid my face. He walked me to the door, and we stood on the top step. Wrapping his arms around my waist, he kissed me on the nose and said, “I’m glad I came back.” God, he was sweet. “I’m glad you did, too,” I replied. “But…” I paused for a moment, gathering courage. “Did you have something you wanted to say?” It was forward, yes--gutsy. But I wasn’t going to let this moment pass. I didn’t have many more moments with him, after all; soon I’d be gone to Chicago. Sitting in coffee shops at eleven at night, if I wanted. Working. Eventually going back to school. I’d be danged if I was going to miss what he’d started to say a few minutes earlier, before my mom and her cashmere robe showed up and spoiled everything.