THE HONGKONG TELEGRAPH.
SATURDAY, OCTOBER
1933,
FRESH
FROM THE
FACTORY
NEW
WINTER
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K
HAYSE
R
IN
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STOCKINGS
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REDUCED
PRICES
FORD SUCCESS
FIRST SEVEN PLACE
IN ROAD RACE
Detroit, Michigan.
All provious records for the Famous Elgin National Road Race. were shattered when a Ford V-8 won the Josoph Woldenhoff Trophy Raco for stock cars of American manufacturo in the 203-milo grind at Elgin, I., last Saturday. The raca was conducted under the rules of the Contest Board of the American Automobile Association and was sanctioned by that organization.
The winning Ford V-8, piloted by Fred Frame, Indianapolis Speedway champion last year, lowered the mark sot in 1920, in the last previous running of the race, by Ralph DePalma, famous race driver, in a high-powered.car. Frame's average speed was 80.22 milen per hour. De Palma's record was 79.5 miles per hour. The Ford V-8 negotiated the 203- mile course in 2 hours, 32 minutes, 61 seconds.
Fifteen cars were entered, In- cluding Forda, Chevrolets, a'Ply. mouth and a Dodge. Fords took the first seven places in the event. The Plymouth finished in eighth place. The other ears either were forced out of the Face by mechanical failures or were fingged when the race was declar- ed finished.
Frame in the winning Ford V-8 took the lead in the first 84-mile lap and led every lap thereafter with the exception of the twelfth when he stopped at the pits one minute and 20 seconds for gaso- line, oil and water. This was Frame's only stop in driving what rnge officials described as a per- fect race around the picturesque but trencherous course of crote, 'bituminous macadam gravel, with its four perilous Lurns.
con-
And
A Ford V-8 entered nud piloted Briske, after completing the morn- ing race over the 203-mile course for the Waldonhoff trophy at an average speed of 77.98 miles per hour, was the lone stock car to finish in the afternoon race over the same distance for the Elgin Watch Company trophy. The other four to finish were specially- built racing cars. Eight of the 14 entrants in this race were forced out because of mechanical trouble before half the distance had been run. This Ford thun became the only car in either the stock car race or the free-for-all to complete the course twice on the day of the races.
The highly consistent performi- unce of the Ford V-8 cars finish- log in the stock car race is re- vealed by the race records. The difference in clapsed time for the race between the first and seventh Fords to finish was only 6 minutes, 36.6 seconds and the difference in their average speeds for the course only 3.33 miles per hour. The results were:
Miles per
-OF
Cor
Driver 1-Ford V-8 Fred Frame
hour
80.22
2-Ford V-8 Lou Moore
70.57
3-Ford V-8 Jack Petticord
78.17
Ford V-8 Eugene Haustoin
78.09
5-Ford V-8 Frank Brisko
77.08
-Ford V-8 Russell Snowberger 77.82
7-Ford V-8 Shorty Cantlon
76.89
8-Plymouth Bill Cummings
75.11
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until
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we
Henry Ford
Dearborn, Mich.
Until we learned better, we used to mix wood and steel in our car bodies
'and whools.
It was, the best way to make bodies-then. advanood.
But the state of the art'has"
of course, it is more expensive to make an all-stool body than to make a wooden frame and nail stool panels on to it. The botter way involves an initial expenditure of several millions of dollars for new dies, which renders. a change very costly. Cars, especially large expensive cars which are produced in small volume, cannot afford this, because the dies cost as much for one oar as for a million. That alone explains why all-steel bodies are not used in all cars.
But our basic policy from the beginning is to make a good oar better, regardless of cost.
For example, when we discarded wood-steel body construction, it was not
We still have some thousands of acres of the best because we looked wood.
hard wood in America. Economy would urgo us to use up the wood first, and then
But wo decided. that quality was more important adopt the better all-steel body.
than expense.
We weighed the reasons, for and against; before we made the change. Wo could see only one reason for retaining a mixed wood-and-steel body- nailing the motal on, instead of welding an all-steel body into a strong one-piece whole, That reason was, it would be cheaper for us.
Our reasons for adopting an all-steel body were these: A wood-steel body is not much stronger structurally than its wooden frame. In all American climates, wood construction weakens with age. Every used car lot gives evidence of this. Rain seeps in botweon joints and the wood decays. A car may have a metal surface, and yet not be of steel construction. Under extreme shook or stress the steel body remains intact-dented perhaps, but not orushed.
Steel does not nood wood for strength or protection. Wood is fine for furniture, but not for the high speed vehicles of 1933.
In the Ford body there are no joints to squeak, no seams to drack, or lealtà The all-steel body is more expensive--to us, but not to you.
By all odds, then, steel bodies seem preferable.
Whools also. have become all-stool. No one argues that an electrically wolded one-piece steel wheel, such as the Ford wheel, needs to be "strength- ened" by adding wood to it.
---The-one-piece all-steel body is the strongest, safest, quietest, most que rable body made. That is our only reason for making them.
Henry Ford
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