Who Made the First Electric Car Ford A Look Back at Innovation

Ford did not make the first electric car, but the 1891 Morrison Electric, built by chemist William Morrison, is widely recognized as the first practical electric vehicle in the U.S., predating Ford’s gas-powered innovations by over a decade. While Henry Ford later partnered with Thomas Edison to explore electric car technology in the 1910s, early 20th-century limitations in battery tech and the rise of Ford’s affordable Model T solidified the internal combustion engine’s dominance.

Key Takeaways

• Ford did not invent the first electric car—early models predate Ford by decades.
• Thomas Parker built one of the first practical electric cars in 1884 in the UK.
• Ford Motor Company entered the EV space later, focusing on gasoline cars for mass production.
• Early 1900s electric cars were popular due to quiet operation and ease of use.
• Ford’s modern EVs revive innovation, like the Mustang Mach-E, decades after early pioneers.

The Spark That Ignited the Electric Revolution: Ford’s Early Foray

Imagine a world where the hum of an electric motor replaced the roar of gasoline engines—a world Ford Motor Company almost helped create over a century ago. While today’s headlines scream about the Ford F-150 Lightning and Mustang Mach-E, few realize that Ford’s electric journey began long before Elon Musk was born. In fact, the question isn’t just “who made the first electric car Ford?” but “how close did Henry Ford come to making electric vehicles (EVs) the norm in the 1910s?” The answer is a mix of ambition, timing, and the unexpected rise of cheap oil. Let’s rewind to a time when electric cars weren’t a futuristic dream but a viable—and even popular—option.

This story isn’t just about vintage vehicles. It’s about the cyclical nature of innovation. Electric cars didn’t vanish because they were flawed; they were sidelined by circumstances. Ford’s early experiments remind us that progress isn’t linear. Sometimes, the “right” idea arrives too soon. Whether you’re an EV enthusiast, a history buff, or just curious about how the past shapes our future, Ford’s electric legacy offers a fascinating lesson: the future often has roots in the past. So, grab a cup of coffee (or charge your EV) and let’s explore how Ford almost became the Tesla of the 1900s.

Henry Ford, Thomas Edison, and the Electric Car Dream

The Odd Couple: Ford and Edison’s Friendship

Picture this: two titans of innovation, Henry Ford and Thomas Edison, sitting around a campfire in the 1910s, brainstorming the future of transportation. Their friendship wasn’t just personal—it was a partnership of ideas. Edison, the inventor of the light bulb and alkaline storage battery, was obsessed with electric vehicles. Ford, already revolutionizing the auto industry with the Model T, saw EVs as a potential next step. In 1912, Edison claimed he’d build a “cheap” electric car with a 100-mile range. Ford, ever the pragmatist, reportedly said, “Let’s get together and build it.” But their collaboration was more talk than action. Why? Let’s break it down.

The “Edison-Ford” Project: A Battery Problem

In 1914, Ford and Edison did team up to develop an electric car. The goal? A $500 EV (about $14,000 today) with a 50-mile range. But there was a catch: battery tech. Edison’s alkaline batteries were bulky, heavy, and expensive. The prototype, often called the “Edison-Ford,” was a modified Model T with an electric drivetrain. It worked—but barely. The batteries took hours to charge, weighed over 1,000 pounds, and cost more than the car itself. Ford’s factory workers reportedly joked, “It’s like carrying a house on wheels.” By 1915, the project stalled. As Ford’s chief engineer, C. Harold Wills, later admitted, “The battery was the Achilles’ heel.”

Why the Partnership Failed: A Lesson in Timing

The Edison-Ford project failed not because of lack of effort, but because the timing was wrong. In 1912, electric cars held 38% of the U.S. auto market (gasoline: 40%, steam: 22%). But three things happened:

• Gasoline got cheap: Oil discoveries in Texas and Oklahoma slashed fuel costs.
• The electric starter: In 1912, Cadillac introduced a key-start ignition, eliminating the hand crank. Gas cars suddenly became easier to drive than EVs.
• Range anxiety: Even Edison’s best batteries couldn’t match the 200-mile range of a Model T. Ford’s own gasoline cars were outselling EVs 10-to-1 by 1915.

Ford, always focused on mass production, shifted gears. The electric dream was shelved—but not forgotten.

Ford’s Forgotten Electric Experiments: 1910s to 1990s

The 1910s-1920s: A Glimpse of What Could Have Been

While the Edison project fizzled, Ford didn’t entirely abandon EVs. In 1913, the company tested electric delivery vans for urban use. These vehicles, powered by lead-acid batteries, were used by bakeries and mail services. Why? Cities had limited charging infrastructure, but EVs were quiet, clean, and perfect for short routes. Ford even built a few electric prototypes, including a modified Model T with a 1.5 kW motor. But with the Model T selling for $260 (a bargain at the time), there was little incentive to invest in expensive battery tech. By 1920, Ford’s electric experiments were mothballed.

The 1960s-1970s: Oil Crises and a Brief Revival

Fast-forward to the 1960s. The 1973 oil crisis made gas prices spike, and suddenly, EVs looked attractive again. Ford responded with the Comuta (1967), a tiny electric car designed for urban commuters. With a 40-mile range and a top speed of 40 mph, it was more toy than transportation. But Ford also tested larger EVs, including a modified Ford Fiesta with a 12.5 kW motor. The problem? Batteries still sucked. Lead-acid tech hadn’t improved much since the 1910s. The Comuta’s batteries weighed 500 pounds and took 10 hours to charge. As one Ford engineer lamented, “We’re stuck in the past.”

The 1990s: The Ranger EV and a Glimmer of Hope

The 1990s brought a breakthrough: the Ford Ranger EV (1998). This wasn’t a prototype—it was a real, factory-built electric pickup. With a 90-mile range (using lead-acid batteries) and a 300-mile range (with nickel-metal hydride batteries), it was the most advanced Ford EV yet. The Ranger EV was leased to utility companies and government agencies, proving EVs could work in real-world conditions. But there were issues:

• Cost: The nickel-metal hydride version cost $45,000 (over $80,000 today).
• Demand: Only 1,500 units were built, and most were recalled in 2003 after Ford stopped supporting the battery tech.
• Corporate priorities: With gas prices low and SUVs booming, Ford shifted focus to the F-150 and Expedition.

The Ranger EV was a valiant effort—but a commercial flop. Still, it proved Ford could build a functional EV. The lessons learned here would fuel their 21st-century comeback.

Why Ford’s Early EVs Failed: 4 Key Challenges

1. Battery Technology Wasn’t Ready

Let’s be real: batteries in the 1910s-1990s were terrible. Edison’s alkaline batteries? Heavy and expensive. Lead-acid batteries? Slow to charge and short-lived. Nickel-metal hydride? Better, but still not great. Compare this to today’s lithium-ion batteries (used in the Mustang Mach-E): they’re lighter, more efficient, and charge faster. As Ford’s engineers discovered, no amount of car design genius can fix a bad battery. This is why Ford’s early EVs were always hamstrung by the tech of their time.

2. Gasoline Was Cheap (and Convenient)

In the 1910s, a gallon of gas cost $0.15 (about $4 today). By the 1990s, it was under $1.00. Cheap gas meant consumers didn’t care about efficiency. Plus, gas cars could refuel in minutes, while EVs took hours to charge. Ford’s Model T, for example, could go 200 miles on $2 worth of gas. An electric equivalent in 1915? Maybe 30 miles on $5 worth of batteries. As one Ford executive quipped, “Why pay more for less?”

3. Infrastructure Was Lacking

Imagine trying to charge an EV in 1915. There were no charging stations, no standardized plugs, and no grid capacity. Even in the 1990s, charging an EV required a dedicated 220V outlet—rare in homes. Ford’s Ranger EV, for instance, needed a special charging station installed at the owner’s expense. Compare this to today’s network of 50,000+ public chargers in the U.S. alone. Without infrastructure, EVs were always a niche product.

4. Corporate Culture Favored Gasoline

Ford’s identity was built on gasoline. The Model T, the F-Series, the Mustang—all were powered by internal combustion engines. Shifting to EVs meant rethinking everything: supply chains, factories, and even sales tactics. In the 1990s, Ford’s leadership saw EVs as a “compliance vehicle” (built to meet California’s zero-emission laws, not to sell). This mindset—“EVs are a side project”—doomed the Ranger EV. It wasn’t until the 2010s, with climate change and Tesla’s rise, that Ford took EVs seriously.

The Modern Comeback: How Ford Learned From the Past

The Mustang Mach-E: A Symbol of Reinvention

In 2021, Ford launched the Mustang Mach-E, a bold gamble to prove EVs could be exciting. Unlike the Ranger EV, the Mach-E was designed from the ground up as an electric SUV. With a 300-mile range, 0-60 mph in 3.5 seconds (GT model), and fast charging (10-80% in 45 minutes), it was a game-changer. Ford even used the “Mustang” name—a sacred cow in the car world—to signal their commitment. The message? “We’re not just building EVs; we’re building Ford EVs.”

The F-150 Lightning: Electrifying America’s Best-Seller

If the Mach-E was a statement, the F-150 Lightning (2022) was a revolution. The F-150 has been America’s best-selling vehicle for 40+ years. Electrifying it was a massive risk—but also a massive opportunity. The Lightning delivers:

• 320-mile range (extended battery).

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• 9.6 kW onboard generator (can power a home for days).
• Pro Power Onboard (lets you run tools, appliances, etc.).

Ford didn’t just copy Tesla; they added unique features like a “frunk” (front trunk) and a 14,000-pound towing capacity. The result? Over 200,000 pre-orders in the first year. As Ford CEO Jim Farley said, “The Lightning isn’t an electric truck. It’s a Ford truck—electric.”

Lessons Learned: What the Past Taught Ford

Ford’s modern EVs succeed because they learned from history:

• Focus on real-world needs: The Lightning’s power generator solves a practical problem (blackouts, job sites).
• Build infrastructure: Ford invested in the “BlueOval Charge Network” (19,500+ chargers in North America).
• Embrace change: Ford’s CEO is a self-proclaimed “EV evangelist,” unlike 1990s leaders who saw EVs as a chore.

The lesson? Innovation isn’t just about tech—it’s about timing, culture, and vision.

Comparing Ford’s Early and Modern EVs: A Data Snapshot

Let’s put Ford’s EV journey into perspective with a side-by-side comparison:

Model	Year	Range (Miles)	Battery Tech	Top Speed (MPH)	Price (Then/Now)	Units Built
Edison-Ford Prototype	1914	50	Alkaline	25	$500 / $14,000	1 (prototype)
Ford Comuta	1967	40	Lead-Acid	40	$3,000 / $22,000	100+ (test units)
Ford Ranger EV	1998	90 (lead-acid) 300 (NiMH)	Lead-Acid/NiMH	75	$45,000 / $80,000	1,500
Ford Mustang Mach-E	2021	305 (extended)	Lithium-Ion	124 (GT)	$43,895 / $43,895	100,000+ (annual)
Ford F-150 Lightning	2022	320 (extended)	Lithium-Ion	110	$55,974 / $55,974	200,000+ (pre-orders)

What jumps out? The exponential progress. A 1914 prototype with 50 miles of range vs. a 2022 truck with 320 miles. A $45,000 Ranger EV in 1998 vs. a $43,895 Mach-E today. The data shows how far Ford—and battery tech—have come.

Conclusion: The Circle of Innovation

So, who made the first electric car Ford? The answer is complex. Henry Ford and Thomas Edison almost did it in 1914. Ford did build electric vans in 1913 and the Comuta in 1967. But the real story isn’t about a single “first.” It’s about a century of trial, error, and persistence. Ford’s early EVs failed because the world wasn’t ready—but their modern EVs succeed because Ford learned from those failures.

The lesson here is timeless: innovation is a cycle. Ideas that seem “ahead of their time” (like EVs in 1914) often return when the conditions are right. For Ford, that moment came in the 2020s—with better batteries, climate awareness, and consumer demand. Today, the F-150 Lightning isn’t just a car; it’s a symbol of how the past informs the future. So next time you see a Ford EV, remember: it’s not just the latest tech. It’s the culmination of a 100-year dream. And as Ford proves, sometimes the best ideas are worth waiting for.

Frequently Asked Questions

Who made the first electric car Ford and when was it introduced?

Ford didn’t actually make the *first* electric car, but Henry Ford partnered with Thomas Edison in the early 1910s to develop an affordable electric vehicle. Their collaboration aimed to create a low-cost model, though it never reached mass production.

Did Ford invent the first electric car, or was it another company?

The first practical electric cars predated Ford, dating back to the 1890s by inventors like William Morrison and the Electric Carriage & Wagon Company. While Ford didn’t pioneer the first electric car, the company later revisited the technology with modern models like the Ford Focus Electric.

What was the goal behind Ford’s early electric car project with Thomas Edison?

Henry Ford and Thomas Edison’s 1914 electric car project aimed to produce a battery-powered vehicle affordable for the average consumer. Despite their efforts, gasoline cars dominated the market due to better range and infrastructure.

How does the Ford Mustang Mach-E connect to Ford’s early electric car history?

The Ford Mustang Mach-E, released in 2020, reflects Ford’s renewed commitment to electric vehicles, a century after its early experiments with Edison. This modern EV honors Ford’s legacy while embracing cutting-edge battery and performance technology.

Were there any successful electric car models from Ford before the 21st century?

Ford’s only notable pre-2000s electric car was the Ford Ranger EV (1998-2002), a limited-production pickup truck. While not a commercial success, it laid groundwork for future Ford electric car innovation.

Why did Ford’s first electric car efforts fail to compete with gasoline vehicles?

Limited battery technology, high costs, and the rise of cheap gasoline made Ford’s early electric car unviable. The lack of charging infrastructure further cemented gasoline cars as the preferred choice in the early 20th century.