Michigan Outdoors with Mort Neff

Mort Nell armed with a 16mm camera.

One of the most beloved programs in early Detroit television was Michigan Outdoors hosted and produced by Mort Neff. The original outdoor show debuted in 1951 specializing in hunting and fishing segments. It ran for twenty-three straight years and 1,196 shows before it was cancelled in 1977. Michigan Outdoors has the distinction of being the longest-running outdoor and sportsman show in American television history.

Mort Neff graduated from the University of Michigan with a double major in journalism and electrical engineering. Upon graduation in 1927, Neff began writing an outdoor sports column for a small newspaper in Detroit. In 1942, the Michigan Conservation Department asked Neff if he would be interested in doing a recorded radio show. At first, he did his recording from a small studio, but Neff drew upon his background in electronics to devise a battery pack to power a wire recorder for remote reporting from the fields and streams of lower Michigan.

In 1946, Neff learned to fly and used his single engine Piper Apache to cover outdoor stories all over Michigan including the Upper Penisula, which at that time was accessible only by slow-moving ferry boats that took hours of waiting in your car before boarding. Neff surprised ice fishermen by landing his plane on frozen lakes and interviewing the anglers with his battery-powered wire recorder.

Mort Neff and his Piper Tri-Pacer on Brighton Lake with ice fisherman.

 

By 1951, Neff ran an advertising agency specializing in outdoor films for the commercial and industrial market when he was approached to produce a show called Michigan Outdoors. Neff recalled, "Fran Congdon--ad manager for Altes Golden Ale Brewing Company--asked me to produce a TV show. Two weeks before the show debuted, the chosen host had a conflict of interest and was dropped from the program. Fran insisted I do it."

Neff's only experience was behind the camera. Of his early days in television, Neff said, "I was awful. Who had any idea how to do a television show? Nobody!" But despite his lack of experience as on-air talent, the show became an immediate Thursday night hit and one of the most popular programs on Detroit television. 

Mort Neff soon became a local television personality and a much sought-after luncheon and banquet speaker around Detroit. Michigan Outdoors brought out the ham in Neff. He enjoyed his new-found celebrity and soon sold his ad agency. Mort had discovered his life's work.

Neff and his various cohorts over the years filmed segments on sportsmanship, hunting, and fishing, as well as wildlife and habitat conservation. Michigan Outdoors prided itself on giving accurate, up-to-date information on current hunting and fishing conditions in Michigan. The Catch of the Week feature was one of the most popular segments of the show.

If Neff mentioned on his Thursday night show an area where hunting was good or a lake where the fish were biting, 200 to 300 Detroit area sportsmen could be expected for the weekend trek up north, which sometimes caused problems for local residents. Often county roads were not adequate to handle the onrush of city traffic. Getting "Neffed" was not always welcomed by county officials. After some negative publicity, the show developed a policy of not reporting specific hotspots in favor of regional locations.

When Mort worked for the Michigan Conservation Department decades earlier, he learned that the South American country of Chile imported rainbow trout eggs from them in 1918. The eggs were hatched and the fry released into the Chilean mountain river system. Neff always wondered what happened with that forty-year-old project. Now, he was in a position to find out. He organized a two-week expedition with a film crew and a few friends to report on the original project and catch some rainbow trout.

Mort and his cohorts discovered that Chilean rainbow trout grew larger and faster than their Michigan cousins. "On average," Neff said, "a two-pound rainbow would reach six pounds in Chile. When we cleaned our first catch, their bellies were full of crabs the size of half-dollars found only on the river beds of the Andres Mountains. My fishing friend Buck Newton from Traverse City caught a rainbow over 21 pounds. It sounds like a fish story, but we have film and the photos to prove it."

On the strength of his successful Chilean fishing trip, Neff was recruited as an outdoor correspondent for ABC's American Sportsman hosted by Curt Gowdy. ABC producers financed Neff and a film crew for several more South American fishing trips which were featured on the network show giving Neff national exposure.

In 1971, Michigan Outdoors moved from WWJ-TV (channel 4) to WXYZ-TV (channel 7). As the 1970s wore on, American attitudes about hunting changed. Sportsmanship and conservation were always central to Neff's outdoor narrative, but his audience was aging and younger viewers were not tuning in.

In response to this new trend, Neff told reporters, "I think the hysteria over ecology has been overdone. Sportsmen and conservationists were working on the environment long before it became fashionable. I do think it is good that more people are aware and interested in preserving our natural resources and protecting the environment." Michigan Outdoors continued to lose audience market share until it was cancelled on January 7, 1977.

Neff wasn't bitter. He told the Detroit Free Press that "My wife Maureen and I decided twenty-three years was long enough to support the tremendous burden of a weekly television program, and we're ready to move on. I've been lucky. I've had one of the most golden careers ever." The Neffs retired and built a beautiful summer home just north of Harbor Springs.

Mort Neff passed away from a stroke at the age of eighty-six on Wednesday, August 15, 1990 at Northern Michigan Hospital in Petosky. Ten years before he died, Mort selected the tree to make his coffin, had it sawed into planks, and asked his neighbor Bill Glass to build it. Bill kept telling Mort it wasn't time yet. Mort brought the subject up one last time two weeks before his death. Bill Glass began building the pine box on Thursday for Friday's private funeral service at Harbor Springs Presbyterian. Mort was laid to rest in the coffin lined with cedar boughs cut by his family members.

World Adventure Series hosted by George Pierrot 

Ottawa War Chief Pontiac (Obwandiyag) Attacks Fort Detroit

No images of Pontiac are known to exist. This engraving is from 1879.

During the French and Indian War (1754-1763) against the British, most of the Great Lakes Native American tribes allied themselves with the French, whom they regarded as brothers. When the British defeated the French in Quebec, New France (Canada) in 1760, control of Fort Pontchartrain was surrendered to British General Jeffery Amherst. The fort changed from a French trading post to an English military stockade with a strong military presence. The French fleur de lis was replaced with the British Union Jack flag, and the fort was renamed Fort Detroit.

French settlers and trappers developed relationships with their tribal neighbors. They hunted and trapped together, shared food, traded beaver pelts and Indian artifacts for European goods, intermarried, and collected their annual tribute from their Great White Father--French King Louis, the XV. A stipend was paid to the tribes for trapping and hunting rights on Indian land which drew Indians in large numbers to Fort Pontchartrain. There were several peaceful Indian encampments near the fort.

The new British commander General Amherst considered these payments bribery and discontinued them. Unlike the French, Amherst placed restrictions on trading gunpower and ammunition which the Indians needed to hunt so they could feed and clothe their families. To add insult to injury, Amherst made it quite clear to the tribal leaders that they were now British subjects living on British land.

Rather than treat the Indians like equals as the French had done, these Englishmen considered themselves superior by every measure. It was clear to tribal leaders that the British intended to drive the tribes from their ancestral lands and hunting grounds. With English rule, it was only a matter of time before the empire builders and the inevitable flood of aggressive settlers would overrun the land.

The Ottawa, Potawatomi, Huron, Ojibwa, Wyandot, and Chippewa formed a loose confederation to confront their new reality. Ottawa War Chief Pontiac rose to prominence among the Great Lakes tribes for advocating the overthrow of their white overlords. He was the most outspoken tribal leader in favor of driving the British from their land.

On April 27, 1763, Chief Pontiac held an Intertribal War Council ten miles south of Fort Detroit near where the Ecorse River spills into the Detroit River in present day Lincoln Park (Council Park). Over 500 Great Lakes Indians and the heads of nearby French settlements gathered. Chief Pontiac urged the tribes to join the Ottawas in a surprise attack on the fort. The overall strategy was for the tribes to breech the British forts in the Northwest Territory, slaughter the soldiers, and lay waste to the undefended settlements.

The attack on Fort Detroit by Frederick Remington.

The attack on Fort Detroit began under the cover of darkness on May 7, 1763. A war party of about 300 Ottawa, Potawatomi, and Ojibwa warriors approached the fort from the waterfront in 65 canoes and surrounded the stockade, but the garrison commander Major Gladwin was warned of the attack by an informer, so his soldiers laid in wait and repelled the attack. The fort remained under siege for the next 153 days.

When news of Pontiac's attack on Fort Detroit spread, his example was the spark that instigated widespread Indian uprisings throughout the Northwest Territory west of the Allegheny Mountains. On May 25th, Potawatomi warriors overwhelmed soldiers at Fort St. Joseph on Lake Michigan, while on June 2nd, the Chippawa captured Fort Michilimackinac in St. Ignace, Michigan killing most of the inhabitants. Pontiac's early successes won him prominence among the Great Lakes tribes and notoriety among the British.

By mid-June, Fort Detroit's supplies and munitions were running low. Major Gladwin sent an urgent appeal to Fort Pitt for emergency provisions and reinforcements. On July 29th, Captain James Dalyell broke the blockade of the fort by arriving at night with twenty-two barges, 260 Redcoat soldiers, several small cannon, and a fresh supply of provisions, ammunition, and gunpowder from Fort Niagara. As the flotilla made its way slowly upriver to Fort Detroit, warriors from a Wyandot and Potawatomi village opened fire on them killing fifteen Redcoats.

The day after Captain Dalyell's successful relief expedition, the young officer wanted to exact revenge for the attack and killing of his men. Dalyell asked his new commanding officer Major Gladwin for permission to lead a night attack on Pontiac's encampment located two miles from the fort. Against the major's instincts and better judgement, Gladwin approved the mission.

Redcoats in marching formation

At 2:00 a.m., a raiding party of 160 Redcoat infantrymen marched toward the Indian encampment two-abreast carrying rifles with fixed bayonets along a road now known as East Jefferson. Two oar-powered flatboats mounted with small cannons followed the soldiers along the shoreline for added firepower.

Pontiac was forewarned of the attack by sympathetic French settlers. His warriors set up several defensive embankments and hid behind the natural cover and wood piles. As the soldiers quietly marched toward them, the barking dogs of French settlers heralded their approach.

The Redcoats halted before the Parent's Creek Bridge at Captain Dalyell's command. Just before dawn, an advance guard of twenty-five soldiers made it halfway across the bridge when the Indians opened fire on them. The British surprise attack was a dismal failure. The gunboat crew fired their booming cannons towards the skirmish with little effect.

Dalyell rallied his troops several times to renew their attack, but each time they were repulsed. Dalyell ordered his troops to retreat towards a nearby French farmhouse for cover. A small party of Indians were inside the house and opened fire on the soldiers killing Dalyell and many others. The survivors fought their way back to the fort after six hours of tactical retreat.

Redcoats break formation

The British lost four officers and nineteen enlisted men with thirty-nine wounded. Four hundred Native Americans fought in the battle losing only seven warriors with twelve wounded. The dead soldiers were thrown into Parent's Creek, thereafter known as Bloody Run because its waters ran red that day. The battle occurred on the site of present day Elmwood Cemetery.

One eyewitness to the battle and its aftermath was teenager Gabriel Casses dit St. Aubin. His most vivid memory was seeing the severed head of Captain Dalyell stuck on a picket fence post. When Major Gladwin learned of the death and decapitation of Captain Dalyell, he offered a two-hundred pound bounty for the head of Chief Pontiac.

By September, Pontiac's loose tribal confederation was beginning to fall apart. The Potawatomi made peace and returned to their villages to help with the harvest and hunt wild game to provide for their families during the harsh winter months. Pontiac sent Major Gladwin a message that he was abandoning his siege and open to peace talks. The larger war continued through 1766.

When Pontiac was unable to persuade the Western tribes to join the rebellion and realized the French would not come to their aid, Chief Pontiac travelled to New York to negotiate an end to the frontier war. Though Pontiac's larger plan was successful--eight of eleven British forts fell--Pontiac and his warriors were not able to defeat Fort Detroit, which led to the chief's loss of stature. Fort Pitt and Fort Niagara also were able to hold out against Indian attacks as well.

British officials were keen to end the war because it was costing the Crown dearly in supplies and manpower. Not understanding the decentralized nature of Indian warfare, British Superintendent of Indian Affairs Sir William Johnson formally ended the war on July 25, 1766, with the signing of the Treaty of Oswego with Chief Pontiac.

When Pontiac agreed to peace talks, he claimed to hold more authority over the Intertribal Council than he actually held. This fueled resentment among the tribal leaders who felt the treaty was a capitulation. On May 10, 1768, Pontiac sent word to British officials that he was no longer recognized as chief by his people. He retired to Illinois to live peacefully with his relatives.

Unbeknownst to Pontiac, a Peoria Indian council in Illinois met secretly and agreed that the former chief was to be executed for an attack several years before on Black Dog, a Peoria chief. A Peoria warrior who was related to Black Dog clubbed Pontiac from behind and stabbed him to death on April 20, 1769, outside the French town of Cahokia, Illinois.

Murder of Pontiac

Historians note that Chief Pontiac was an Ottawa war chief who influenced a wider revolt against the British to drive Great Lakes Indians from their ancestral land. But how did Pontiac's name echo through history?

Famed British officer Captain Robert Rogers claimed to have met Pontiac in 1760 when he and his Rangers took control of Fort Pontchartrain from the French and again when he was a participant in the Battle of Bloody Run in 1763. Capitalizing on his war fame as an Indian fighter, Rogers wrote a play in 1765 named Ponteach (sic): The Savages of America, which became popular in Europe making Chief Pontiac the most famous American Indian of the eighteenth century.

Cadillac Establishes Fort Pontchartrain in 1701 

Billy Martin Fight Night in Detroit

Many Detroiters remember Billy Martin when he managed the Detroit Tigers from 1971-1973. He took an aging team of veterans and guided them to their first American League Eastern Division Championship in 1972. Better known to some fans may be the fistfight Billy Martin had with his star pitcher Dave Boswell at the Lindell AC sports bar when Martin managed the Minnesota Twins. Who better to tell that story than Mel Butsicaris, who was tending bar that night.

"I called him Uncle Billy. Billy Martin and my Uncle Jimmy (Butsicaris) were close friends. Martin was best man at my uncle's wedding. He was Uncle Billy to me.

Anyway, Billy Martin was managing the Minnesota Twins in 1969 when he told his players to take a lap around the field before heading to the locker room--a common routine for any sports team. His star pitcher Dave Boswell refused and Uncle Billy said you will if you want to play on my team. Boswell refused a second time and was benched. When the Twins came to Detroit to play the Tigers, Boswell was supposed to start the first game, but Martin benched him.

After the game, the whole team came to the Lindell AC sports bar as usual. Normally, coaches don't go to the same watering hole as their players, but Uncle Jimmy and Billy were close friends. They were sitting at the end of the bar quietly talking. The team was sitting at tables in a large group. Dave Boswell had a few drinks and started bad-mouthing Martin. The more he drank, the louder and more vulgar he got. He started yelling at Martin about his heritage and his mother's character if you know what I mean.

Billy Martin hard at work in a Yankee uniform.

Uncle Billy ignored him. Boswell got so obnoxious his roommate on the road Bobby Allison, a big, strong, power-hitting center fielder, was trying to get Boswell to leave the bar and sleep it off. Boswell got louder and more abusive. Allison kept blocking him until Boswell sucker punched Allison in the face. Bobby went down bleeding. Like a bench-emptying baseball brawl, the team jumped up to get between Boswell and Martin while getting Allison off the floor.

Up until then, Martin kept out of the situation. He told Boswell, 'I don't care what you say about me, but now you're beating up the team. Enough, everyone back to the hotel, curfew in ten minutes and bed check in fifteen.' The hotel was near the sports bar. The players started to march out forcing Boswell out with them. He breaks away from the pack and throws a wild punch at Martin, who ducks. Boswell takes another swing at Martin which he blocks.

Telling Boswell, 'You're all out of warnings,' Martin took him to school. Despite being six inches shorter and weighing many pounds less than his ace pitcher, Martin grew up a tough kid in Berkley, California and pound-for-pound the best boxer I have ever seen in or out of the ring. His fists were moving so fast it looked like a Popeye cartoon. It lasted for only six seconds but Martin landed about twenty punches to Boswell's stomach and face. Power-hitter Bobby Allison picked Boswell off the barroom floor and took him to the hospital.

The sports writers from Minnesota and the Detroit newspapers were there, but they agreed not to write about the story because it would only make the situation worse. It was not good for major league baseball. A couple of days after the brawl, a young reporter who was not a witness to the fight broke the story.

Because of  growing publicity concerns, Dave Boswell called a news conference when he was released from the hospital. Boswell stepped-up and said he was drinking and out-of-line. The fight was his fault. The Twins front office did not care. They fired Martin and the Tigers hired him the following season. To all those people over the years who said they saw Billy Martin challenge Dave Boswell to go outside and fight--you are busted."

Billy Martin died on Christmas Day, 1989, at the age of sixty-one in Johnson City, New York. His pickup truck was driven by longtime Detroit friend William Reedy (53). The truck skidded off a patch of icy pavement and plummeted 300 feet down an embankment. Neither Martin nor Reedy were wearing seat belts. Billy Martin was pronounceed dead of severe head and internal injuries. Reedy survived with a broken hip and ribs.

Billy Martin was born Alfred Manuel Martin. His Italian grandmother called him "Belli" [pretty] as a child and the nickname "Billy" stuck. As a major league baseball manager, Billy Martin built a reputation as one of the game's all-time best. He was known to work wonders with difficult ball clubs and not take crap from players, managers, or umpires. He could shape up a team and get the best from his players.

Unfortunately, Billy Martin had a self-destructive side which followed him throughout his career. Notice the baseball card at the top of this post. Martin is giving the finger to the photographer. By his own admission, "I'm a very bad loser."

The EDSEL--Car of the Future--Really?

I grew up in the Dearborn, Michigan--the center of what is commonly known as Ford Country. Most people in the area buy Ford products--unless of course they work for Chrysler or General Motors. Brand loyalty is encouraged by the automotive companies and most workers comply--especially when the company offers employee discounts.

When Ford Motor Company came out with the Edsel in 1958, the company upgraded its Lincoln Division to compete with General Motor's luxury Cadillac. Ford needed a premium vehicle to fill the intermediate slot vacated by Lincoln to compete with Oldsmobile, Buick, and DeSoto. Ford promoted the Edsel as the product of extensive research and development. Their sophisticated market analysis indicated to the suits at Ford's that they had a winner.

The Edsel was touted as the car of the future. Ford executives were confident of brand acceptance by the car buying public. Innovative features like a rolling-dome speedometer, engine warning lights, an available Teletouch pushbutton shifting system, self-adjusting brakes, optional seat belts, and child-proof rear door locks would surely capture the imagination of modern-thinking consumers.

The day after the Edsel was introduced, The New York Times dubbed it the "reborn LaSalle"--a nameplate that disappeared in the early 1940s. So much for the car of the future concept. Once the Edsel hit the streets, the public thought it was unattractive, overpriced, and overhyped. The car's production was stopped after three years of under performing in Ford and Mercury showrooms.

Ford Motor Company lost $250 million on the project. Edsel's failure was across the board. Popular culture thought the car's styling was odd. The nameplate's trademark horsecollar grille was said to resemble "an Oldsmobile sucking a lemon." The Teletouch pushbutton transmission was problematic being centered on the steering wheel hub where most cars had their warning horn. Some drivers accidently shifted when they meant to sound their horn. Another unforeseen problem was that the pushbutton transmission was not suited for street racing, so the Edsel became known as an old man's car.

What turned off other consumers was the car's sticker price which placed it in direct competition with Mercury--Ford's sister division. Further complicating matters, the low priced Volkswagen Beetle hit the American car market in 1957. Many younger buyers were fascinated by the odd-looking vehicle with the incredible gas mileage. The Edsel was a gas guzzler.

Consumer Reports blamed the car's poor workmanship. For instance, the trunk leaked in heavy rain, and the pushbutton transmission was fraught with technical problems. Marketing experts insisted the Edsel was doomed from the start because of Ford's inability to understand the American consumer and market trends. Automotive historians believe the Edsel was the wrong car at the wrong time.

Edsel Ford

Unfairly, the name Edsel became synonymous with epic failure. Named after Henry Ford's only son, this car became a posthumous slap in the face to the man who mobilized his family's vast industrial resources to produce B-24 Liberator bombers, instrumental in helping win World War II. Edsel Ford's legacy deserved better.

As luck would have it, my father bought a brand-new Edsel in 1959. It was Christmas time and I was eleven years old. After my brothers and I had our photograph taken with Santa at Muirhead's Department Store, my dad brought us to the Ford Dealership across the street for our family Christmas present.

He went into an office and signed a few papers, then the salesman handed over the keys. As we were driving away from the dealership, I remember snowflake clusters illuminated by the car's headlights. It was magical. By the time my family got home, we were intoxicated with the new-car smell of fresh upholstery and uncured lacquer.

Later that week, my dad was celebrating with his friends on Friday and had a few too many before coming home from work. On the way, he hit an ice patch and lost control of the car, wrapping it around a telephone pole. He was relatively uninjured, but the Edsel was totaled. We had that Edsel for such a short time I can't remember what color it was. 

Edsel concept car.

Misfortune aside, I've always had a love for the Edsel and often wished Ford would find a market for the nameplate and start production again. That may never happen, but a boy can dream.

Here is a Psychology Today article on how the Edsel got its name: https://www.psychologytoday.com/blog/psychology-yesterday/201311/how-the-edsel-got-its-name

The Mustang Gallops into Automotive History

New York World's Fair Mustang Introduction.

The recession of the late 1950s hit Detroit especially hard. Money was tight and car sales fell for the Big Three [General Motors, Ford, and Chrysler]. Factories were struggling to keep their workers employed and their plants open. In response to that, Ford Motor Company (FoMoCo) reorganized their corporation and formed an Automotive Assembly Division promoting middle-management marketing man Lee Iacocca to head the division.

Lee Iacocca's challenges were many, but his goals were well-defined. He championed shifting production to smaller, fuel efficient cars and dressing them up to enhance their appeal to an economy-minded market. His first success was the Falcon Futura. The car was stylish, comfortable, and economical. Afterall, gas averaged thirty-one cents a gallon in 1961.

Iacocca formed a secret Fairlane Committee to come up with a new car concept unlike anything else on the market. FoMoCo needed a dynamic new car to capture a greater share of the youth market.

Their market research in 1961 indicated that a tidal wave of teenaged Baby Boomers [post World War II babies] were coming of age soon and itching to get behind the wheel of a sporty-looking car they could afford. By 1965, 40% of the United States population would be under 20 years old. By 1970, half of Americans would be under 25 years old. FoMoCo wanted to tap into that market.

The Edsel's 1958 introduction with Edsel Ford's three sons.

The wounds from the Edsel debacle were still fresh at FoMoCo leading to a company shakeup. Iacocca knew the Edsel was advertised as the Car of the Future, but it was a product in search of a market it never found. Here was a market in search of a product. FoMoCo tailored their new product for this new market.

Since the original 1955 two-seater Thunderbird was reborn as a four-seater, suburban luxury car in 1958, FoMoCo received lots of mail asking for another two-seater. But Ford's market research indicated a two-seater did not have the mass appeal they were looking for. That market was limited to a mere 100,000 units.

The parameters for their new concept car required it to be sporty but capable of seating four passengers; it had to be lightweight, under 2,500 pounds; and it had to be inexpensive, no more than $2,500 with special equipment included as part of their standard model to sweeten the deal.

Helping to cut engineering and production costs, the chassis and the power train of the Ford Falcon were chosen. What this car needed was a new skin. Iacocca initiated a competition among seven designers to come up with clay mockups of the exterior design fit to specific platform specifications.

On August 15, 1962, Henry Ford II picked the model he liked best by saying "That's it!" The winning model was designed by Dave Ash's design team, for Joe Oros, FoMoCo's Design Studio head. In profile, the car had a long hood, a swept-back cabin, and a short deck [trunk].

Car designers want to see their vision transformed into sleek sculpted steel, but automotive engineers have to figure how to put the actual car together and make it work. Once the model was approved, the battle between the designers and the engineers began in what they called "the battles of the inch."

First was the battle of the radiator cap that would not fit under the stylist's low hood. The solution was to raise the hood a quarter inch and the engineers counter-sunk the cap.

Next, the stylists designed the back bumper to fit flush with the rear quarter panels for a clean look. The engineers wanted to simply bolt the bumper with brackets onto the back of the car like they had always done. The designers won that battle.

The last disagreement was between Henry Ford II and Lee Iacocca over leg-room for the rear seats. Ford was a large man who wanted an extra inch. Iacocca argued that it would spoil the lines of the car. Ford won that battle.

Next, the car needed a name. Hundreds of names were whittled down to several finalists including Colt, Bronco, Mustang, Puma, Cougar, and Cheetah. Cougar was the front runner until Mr. Ford became embroiled in a messy divorce, and the publicity department was afraid the name Cougar might cause some unnecessary notority or embarassment for their boss.

At the same time, the name Mustang did well in their market research. The name was felt to embody the spirit of the wide open spaces and recalled the famous World War II fighter plane. Once the name was decided upon, the Mustang's signature galloping horse front grill was designed.

What has become one of the most iconic and famous emblems in automobile history was criticized early on by a reporter at a FoMoCo press conference. His observation was that the horse was running in the wrong direction. Obviously, the reporter spent too much time at the track where the ponies only run counter-clockwise. Iacocco's wise reply was "Wild horses run anywhere they damn well please."

The Mustang was introduced in Ford showrooms on April 17, 1964. It came as a two-door coupe or convertible. Five months later, a three-door hatchback was introduced. The Mustang came with a three-speed automatic transmission or a four speed manual, both console mounted on the floor. At first, there were two, straight-six engine choices available, with V-6 and V-8 options offered later in the Mustang's run. The basic car was equipped with front disk brakes, all for the low sticker price of $2,368.

Iacocca gave free rein to his marketing expertise and saturated the media with Mustang ads like no product had before. FoMoCo ran glossy ads in national magazines with stories about their youth-oriented car, and 420 local television stations were sent footage of the car for their feature stories.

Radio DJs were given Mustangs to test drive and plug over their airwaves. In Detroit, radio jocks were allowed to put the Mustang through its paces on Ford's test track in Dearborn, Michigan. Images of the Mustang appeared on 15,500 outdoor billboards nationwide and the car was displayed in the lobby of Holiday Inn motels and other high traffic venues like airport terminals in twelve major United States cities.

The evening before the car's debut, FoMoCo bought simultaneous time on all three major television networks from 9:30 to 10:00 pm. Twenty-eight million viewers of Perry Mason [CBS], Hazel [NBC], and Jimmy Dean [ABC] were wowed with Mustang advertising. 

Forty-four college newspaper editors were given the use of Mustangs to show off on their campuses for the spring term. No stone was left unturned to generate interest. As a final touch, Hayden Fry, football coach of the Southern Methodist University Mustangs, received a blue and red [school colors] Mustang as part of the car's debut launch.

After the Mustang's meteoric rise in the marketplace, Time and Newsweek featured simultaneous cover stories on the Mustang that Iacocca said led to the sale of an extra 100,000 units. By December of 1964, the Mustang had "the most successful new car launch ever introduced by the auto industry," reported Frank Zimmerman, Ford marketing chief.

At first, FoMoCo planned to produce only 100,000 Mustangs using only a portion of the Dearborn Assembly Plant. Before the car went to market, it was clear that demand was going to be greater than anticipated, so the whole plant was changed over to exclusive "Pony Car" production. Soon, another Ford plant in San Jose, California went online to boost yearly capacity to 360,000 cars.

In 1965, a third Ford plant in Metuchen, New Jersey was added to boost output to 440,000 cars prompting FoMoCo Assistant General Manager Don Frey to credit the Mustang's success on unprecedented market penetration. The Mustang is the only Ford nameplate that has been in continuous production since its introduction.

Latest Mustang Trotted Out

2023 Radio Hall of Fame Inductee Pat St. John

Pat St. John at the SXM control panel.

In Pat St. John’s senior year at Southfield High School, Pat began broadcasting from WSHJ, their ten-watt radio station. He was required by the Federal Communications Commission to get a broadcasting license. Upon graduation in 1968 at the age of seventeen, Pat was hired as an announcer on WWWW-FM in Detroit.

Young and ambitious, Pat made a demo tape and took it to CKLW-AM, a 50,000 watt station across the Detroit River in Windsor, Ontario, Canada. The station’s strong signal was a regional powerhouse reaching well beyond the Detroit/Windsor area to several adjoining states and Provinces.

CKLW-AM hired Pat in 1969 as a weekend personality and news reporter on the station’s 20/20 newscasts. He also worked as a booth announcer for CKLW TV-Channel 9. Pat left CKLW late in 1970 when he was hired at Detroit’s popular WKNR (Keener 13) until 1972, when he was lured away to join ABC’s WRIF-FM, 101.1.

Musical tastes had shifted from Top 40 pop music to album-oriented rock. In the early 1970s, FM radio began dominating AM stations because they broadcast in stereo and allowed for a wider range of music beyond the Top 40 playlists, staples of many AM stations.

Pat St. John’s ratings in the Motor City were noticed by ABC’s network brass in New York and they convinced him to leave his hometown Detroit, America’s fifth-largest media market at the time, and move to The Big Apple, the largest media market in the United States. Radio stations in New York reached 14% of American listeners. The more listeners a Dee-Jay could attract, the more money was at stake for the company’s advertising revenue.

St. John began his New York broadcasting career at WPLJ-FM in 1973 where he stayed almost fifteen years. Arbitron, radio’s consumer research service, ranked Pat the most listened-to afternoon radio personality in the country for most of the years he worked at WPLJ.

From 1987 through 1998, Pat worked at WNEW-FM in New York, both as a personality and the station’s program director for several years of his eleven year stay there. He left WNEW-FM when the station changed to a “talk radio” format. Pat was immediately approached by Sirius XM satellite radio to become their Director of Rock Programming, making him one of the first people hired by the company.

Now, Pat is one of the longest-serving employees at SXM, having worked on several of their channels from pop to rock to blues. Today, Pat can be heard live across the United States and Canada every weekday afternoon (3 pm Eastern/12 pm Pacific) and Saturday evenings (8 pm Eastern/5 pm Pacific) on Channel 73, 60’s Gold.

Pat continued working on New York (terrestrial) radio part-time for fun at WCBS-FM (2000-2015) while working full-time at Sirius XM. His final CBS-FM New York broadcast was on April 12, 2015, marking the end of Pat’s forty-two-year run in the New York broadcasting market, making him New York City’s longest-running on-air personality up to that time.

Pat and his wife Jan moved to San Diego, California in 2015 to be closer to their two daughters and grandchildren where he broadcasts from his home studio. Pat’s 60s Gold show begins with a six-note fanfare reminding Pat’s Great Lakes listeners of his CKLW radio roots. Then, comes his theme song “Zing Went the Strings of My Heart” by Les Elgart and his Orchestra setting the stage for the show. Listeners always know from the opening that they are in for a good time.

Pat St. John’s on-air style is conversational and upbeat as he shares behind-the-scenes anecdotes about the music and performers between the music he plays. Pat has interviewed virtually everybody in the music business from Little Richard and Bo Diddley to The Beatles and The Rolling Stones. He has been called “a walking, music encyclopedia."

Pat St. John with his Radio Hall of Fame Award.

With over fifty-five years in broadcasting, Pat St. John was inducted into the Radio Hall of Fame in 2023 for his lifetime of service to the industry. Not bad for a high school kid from Southfield, Michigan.

Pat St. John SXM Compilation (Six minutes)

Early Detroit Tiger History

Charlie Bennett

 

Prior to 1894, the Detroit Tigers played minor league baseball and were one of the founding members of the West League that played throughout the Great Lakes states. Owner George Vandereck choose the corner of Michigan and Trumbull Boulevards as their home field. Previously, the vacant lot was used as a local hay market for farmers and livestock owners. Vandereck bought the lot and built Bennett Park--named after a popular Tiger catcher Charlie Bennett--who lost his legs in a railway accident in 1894 while running on a rain-slick train platform and falling onto the tracks. Bennett's left foot and his right leg above the knee were severed as the train pulled out, ending his baseball career.

Frank "Old Stone Face" Navin

In 1901, the Tigers joined the new American League as one of its eight founding members. Samuel F. Angus bought the Tigers in 1902 and hired lawyer and baseball enthusiast Frank Joseph Navin to run the club for him. As a young man, Navin was a blackjack and poker dealer in an illegal gambling establishment. He loved horse racing and was an avid wagerer at two racetracks in Windsor, Ontario and attended the Kentucky Derby annually. In 1908, Navin parlayed $5,000 of winnings into buying a significant portion of Tiger stock.

In 1908, Navin bought another large block of shares making him controlling owner and new president of the organization. When Navin's silent business partner William Yawkey--lumber fortune heir--died in 1919, Navin bought his stock becoming full owner of the club. Because he was suddenly cash-poor, he sold 25% of the franchise to auto-body manufacturer Walter Briggs Sr. and 25% to wheel maker John Kelsey of Kelsey-Hayes Corporation. When Kelsey died, Briggs bought his interest in the team becoming an equal co-owner with Navin, but Briggs was content to allow Navin to run the team unhampered.

Frank Navin and Ty Cobb

In 1905, Navin signed legendary Tiger center fielder Ty Cobb for $1,500. The talented ballplayer led the Tigers to their first American League pennant win in 1907. Between seasons, Cobb held out for a $5,000 contract. After bitter negotiations, Navin--a tight-fisted owner--met his match. Cobb was wildly popular with the fans and threatened to expose Navin for the conniving cheapskate he was. The penny-pinching owner quickly did the math and caved-in to Cobb's demand. Cobb led the Tigers to two more consecutive American League pennants in 1908 and 1909 turning a nice profit for the team. Navin made Cobb the team's manager as well as being the team's star player.

Navin Field

Bennett Park consisted of a wooden grandstand and bleachers. It was the smallest ballpark in the league seating 14,000. Owners Navin and Briggs tore down the obsolete wooden Bennett Park between the 1911 and 1912 seasons and built a concrete and steel stadium seating 23,000 fans--renaming it Navin Field. In 1924, Navin built a second deck increasing seating to 30,000.

By 1931, the Great Depression cut Tiger attendance by 30%. To draw fans to the ballpark, Navin tried to sign the most popular player in the game--Babe Ruth--but he wasn't availabe, so Navin bought out Mickey Cochrane's contact from Philadelphia Athletics manager Connie Mack for $100,000 and made him a player-manager. Cochrane was just what the team needed. He helped the Tigers win pennants in 1934 and 1935.

Mickey Cochran with Grace and Frank Navin--1935

 

Under Navin's stewardship, the Tigers won four American League pennants but did not win a World Series until the 1935 season, giving the Tigers their first series win. But Navin's victory lap was short-lived. Navin and his wife Grace rode horses several times a week at the Detroit Riding and Hunt Club. Six weeks after the Tigers won the series, Navin went for a solo ride on his favorite horse Masquerader and suffered a fatal heart attack, falling to the ground. When his horse returned riderless to the stable, his wife cried out for help, but it was too late. Navin was dead at age sixty-five. He was buried in Holy Sepulchre Cemetery in Southfield, Michigan in a family mausoleum.

Mickey Cochrane and Walter Briggs

 

After Navin's death, Walter O. Briggs purchased Navin's stock and became sole owner. Because Briggs made a fortune manufacturing automobile bodies for Ford, Chrysler, Packard, Hudson, and Willys-Overland, he did not need an income from the team and promised not to take a salary during his tenure as owner. In 1938, he changed the name of Navin Field to Briggs Stadium and remained the sole owner of the Tigers until his death in 1952. The stadium was renamed Tiger Stadium in 1961 until the franchise moved to Comerica Park in 2000.

For 104 seasons, the Tigers played baseball at Michigan and Trumbull earning them the distinction of being the oldest continuous one-name-only city franchise in major league baseball.

1935--Detroit Tigers, Lions, and Red Wings win their championships.