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 Back
to Year-by-Year 1908-1927 Ford Model T Reference Guide
ENGINE SERIAL NUMBERS:14,162
to 34,901 approx. calendar year. 8,101 to 31,500 approx.
model year. (Ford called cars built after July 1909
“1910” cars but they were not changed from the 1909
models. The 1910 model year ran from August 1, 1909 to
September 30, 1910.)
MODEL YEAR DATES: August
1, 1909 to November 1910, approximately.
Note: Ford referred to the cars built after August 1,
1909 as “1910” cars but common usage today is to call
the cars built within calendar year 1909 “1909” models.
MAJOR MODEL YEAR FEATURES: Refer
to component descriptions for details.
The major change was the addition of the roller pinion
bearing on the driveshaft and modifications to the rear
axle.
Body styles generally continued those of 1909.
BODY TYPES: Touring,
Tourabout, Runabout, Landaulet, Town Car, Coupe. Bodies
supplied by several manufacturers. Wood panels over a
wood framework. Basically unchanged from the 1909 styles
except that the Coupe was slightly larger.
COLORS: All
cars were painted Brewster Green, an all-but-black
color. Fenders, aprons, running boards, chassis and
running gear were also painted body color.
UPHOLSTERY: Full
leather in the open cars, in a diamond-tufted pattern.
The seats in the Coupe, Landaulet and Town Car were
leather, with imitation leather trim on the door panels.
FENDERS: Front:
Uniform width top surface, with formed splash apron
area. Bill on front. Rear: Similar in style to the
front. Support irons were of the “butterfly” style, the
same as the later 1909 cars.
SPLASH APRON: Fairly
uniform from front to rear. Cut back in a relatively
straight pattern to clear the brake and radius rods.
RUNNING BOARDS: Pressed
steel with embossed ribs along the length of the board,
but broken up into a series of “dashes,” beginning at
about number 15,000.
HOOD: Aluminum,
with no louvers. Hinges were now separate from the
panels, and were riveted in place. Hold-down clamps had
one “ear” and were of forged steel. The steel hood
former still had the “notch” on both sides that had been
necessary to clear the earlier integral hood hinges.
DASHBOARD (Firewall):
Wood, with brass edge trim that did not overlap the
wood. Added extension piece to support the now standard
windshield.
CHASSIS: Rear
body supports were integral with the rear fender iron
forging. Painted body color.
STEERING COLUMN ASSEMBLY: Brass
quadrant, brass-plated spark and throttle levers, with
hard rubber knobs. Gear case was brass, riveted
assembly. Wheel was 14-1/4” outside diameter, wood, and
painted black. The wheel spider was brass and believed
to have not been painted.
FRONT AXLE: “One
piece” spindles. Tie rod ran above the radius rod, had
integral yoke/ball fitting on right end, and adjustable
yoke, with the locking bolt in a horizontal plane
(parallel to the road). Drag link threaded 20 t.p.i. at
the column end. No oilers on most fittings. Radius rod
fastened to the engine with cap screws.
REAR AXLE: “Six-rivet”
style. Inner axle and pinion bearings were now roller
bearings. A reinforcing plate was added at the
driveshaft area. Thicker center flange with reinforcing
washers was added at first and then a reinforcing ring
on one side, then on both sides of the flange. Axle
shafts were non-tapered, with the hubs being secured
with a key and a pin. Roller pinion bearing was
introduced at about 15,000 in March, 1910.
DRIVESHAFT HOUSING: Pinion
bearing spool was a casting and was held by studs and
nuts, the studs being enclosed (not visible) in the
housing. Separate front housing for universal joint
assembly.
REAR RADIUS AND BRAKE RODS: Had
forged ends. Brake-rod support brackets now folded down
along the side of the clamp, then out and wrapped up and
around the brake rods.
WHEELS: Used
30 by 3 tires in front; 30 by 3-1/2 in the rear.
Original tires were an off-white color, with no tread.
Hub flanges were 5-1/2 inches in diameter. Front wheels
used ball bearings. Hub caps had “Ford” in block
letters. Continued in the style of the 1909 cars.
SPRINGS: Tapered-leaf,
front and rear. “Mae West” style shackles.
RADIATOR: Supplied
by Detroit, McCord, and Ford. Ford began making their
own radiators about October 1909, and was the sole
supplier after March or April 1910. All were integral
assemblies. The winged script “Ford” on the top tank was
replaced with the standard Ford script. (Possibly all
Ford-made radiators used the standard script.) Radiators
generally had a “Ford” brass nameplate attached to the
core near the center and in a horizontal manner (not on
a bias as is often seen today).
ENGINE: Open-valve
type, with thermo-siphon cooling system. Water outlet
was on the front of the cylinder head.
ENGINE PAN: One-piece
type (no inspection door). The internal oil dam was
discontinued about May 1910. A forged reinforcement was
added at the rear flange during the year. The mounting
arms were held with seven rivets.
OIL FILLER CAP: Similar
to the 1909 but of a simpler design. Still had no cap on
the tube.
ENGINE CRANK: Hard
rubber handle.
ENGINE FAN: Driven
by a leather belt from a pulley at the front of the
engine. The fan hub was brass (bronze), with the blades
were riveted in place. Adjustment was by means of a
spring between the fan arm and the engine front plate.
MANIFOLDS: Exhaust
was cast iron; pipe fitted inside the threaded end and
was packed with asbestos and held with a brass nut.
Intake was aluminum, “dog legged” style.
CARBURETORS: Kingston
“five ball,” Holley, or a very few Buffalo. All used a
choke and a heating arrangement from the exhaust
manifold at the air intake.
CARBURETOR STOVE ASSEMBLY: Generally
a tube which ran upwards to the front of the exhaust
manifold, and connected to a cast “stove” which fitted
against the manifold.
MUFFLER: Cast-iron
ends, mounted with pressed metal brackets. Short,
straight rear exhaust pipe extension was now integral
with the rear cover plate. Wrapped with asbestos,
secured with three steel straps.
FUEL TANK: Cylindrical,
under the front seat. Mounting brackets were riveted to
the tank. Outlet was at the right end, outside the frame
rail, and was riveted in place.
TRANSMISSION: Three
pedal standard-design. The brake lever now operated the
clutch as well as the rear brakes. Pedals were marked
with “C,” “R,” and “B.” Transmission cover was cast
aluminum. The inspection door was held with four screws.
Late in the year a new magneto was introduced which
required a wider cover assembly.
COIL BOX ASSEMBLY: Kingston
or Jacobson-Brandow.
LAMPS: All
lamps were now standard except on the closed cars. Made
by Edmond and Jones (E&J) or Jno. Brown.
HORN: Bulb
type, double twist, all brass. Standard equipment on all
cars.
WINDSHIELD: Standard
equipment, were either Rands, Mezger (Automatic), or
Troy.
TOP: (Open
cars). Top color was black on all open cars. Support
irons were attached to a forged railing on the body.
SPEEDOMETER: Stewart
Model 24 was standard equipment.
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1910 Changes
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JAN |
Factory Letter, Ford Archives |
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T-213 front spindle tie rod tubing modified
after 15,000. (T-213 is the tubing part of
T-2717 (T-268) tie rod.)
T-1410C running boards used after 15,000. (Not
listed in any parts books; this must have been
the 1910 style with the interrupted rib design.)
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JAN 11 |
Acc. 575, Ford Archives |
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T536C magneto magnet in production.
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JAN 18 |
Acc. 575, Ford Archives |
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Model T Ford tools listed:
T1931 Valve grinding brace handle, 2 reqd. Later
described as "Brace handle (small).
T1932 Valve grinding brace
T1936 Cam gear puller yoke
T1937 Cam gear puller screw
T1939 Cam gear puller assembly
T1953 Disk drum puller yoke
T1955 Disk drum puller screw
T1954 Disk drum puller assembly
T2318 3/8 T socket wrench, short
T2319 T screwdriver for camshaft screw
T2320 3/8 T socket wrench, long
T2321 L wrench for crankshaft bearing bolt
T2322 3/8 L socket wrench
T2323 3/8 open end wrench
T2324 Connecting rod clamp screw wrench
T2325 Crank turning bar
T2326 Brace socket wrench handle, 2 reqd. Later
described as "Brace handle (large)
T2327 3/8 Brace socket wrench, short
T2328 3/8 brace socket wrench, long
T2329 Crank turning bar pin, 2 reqd.
T2330 Brace socket wrench handle pin, 2 reqd.
Later described as "Brace handle pin (long)
T2331 Piston ring squeezer
T2332 Magnet screw brace screwdriver
T2333 Large cam gear lock nut wrench
T2334 Valve grinding brace handle, 2 reqd. Later
described as Brace handle pin (short)
T2335 Cylinder head bolt L socket wrench
T2336 Flywheel cap screw wrench
The above tools proposed to be supplied to
branch managers.
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JAN 20 |
Acc. 575, Ford Archives |
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T400C cylinder block. "Changed the crankshaft
bearings from die cast babbitt to poured
babbitt." (Earlier they had used poured babbitt
but went to the die cast type. Apparently the
die cast wasn’t too successful.). The cast
bearings were T657, T658, and T659 (front,
center, and rear).
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JAN 27 |
Acc. 575, Ford Archives |
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T536B magnet used on 18,000 cars after the first
2500.
T535B, 537A, 538A 540, 541 magnet support parts,
T701A flywheel and T562A magneto assembly used
on the first 20,500 cars. T535C magnet support,
T536C magnet, 537B bolt, 538B spool used after
the first 20,500.
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FEB 1 |
Ford Times |
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Prices for bodies only: Coupe, $300. Town Car,
$450. Runabout, $75. Touring, $125. Much
emphasis on the interchangeability of bodies.
Ads show Coupe and price of an extra body, "Two
cars for the price of one."
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FEB 1 |
Shipping invoices, Ford Archives |
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First listing of "reinforced housing" (rear
axle).
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FEB 4 |
Acc. 575, Ford Archives |
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Note that T-1929 flywheel cap screw wrench is
the same as T-2336, and that the T-2336 would be
canceled. |
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FEB 8 |
Acc. 575, Ford Archives |
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T-400B cylinder. "Removed 1-1/8" boss, also 1/4"
pipe tap from front end of cylinder at point
marked ‘A’"
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FEB 10 |
Acc. 575, Ford Archives |
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T744B Special transmission assembly. Special
design to use T536B magnets with the newer
magneto assembly because of a delay in shipment
of the T536C magnets. Used on 3,000 cars after
the first 17,500.
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FEB 19 |
Acc. 575, Ford Archives |
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T2336 (large) and T2337 (small) Presto-O-Lite
tanks listed.
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MAR |
Acc. 509, July 14, 1913, Ford Archives |
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The babbitt driveshaft pinion bearing was used
on the first 18,000 cars. (Until March 17,
1910.)
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MAR 17 |
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Factory invoices indicate "new magneto" for the
first time, beginning with 17,985.
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APR |
Acc. 509, Letter dated January 13, 1913, Ford
Archives |
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9/16" magnets used on the first 20,500 cars.
Invoices indicate the first was 17,985, however.
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APR 2 |
Acc. 575, Ford Archives |
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T-48B rear axle, new design. T-13B differential
gear, new design.
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APR 4 |
Shipping invoices, Ford Archives |
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"New style crankcase" first listed on invoice.
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APR 5 |
Acc. 575, Ford Archives |
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T25C and T180C "Rear axle brake band housing" (L
and R) are new design. T175A and B, T176A and B,
T177A and B, T178, 179, and T5 brake housing
parts obsoleted.
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APR 8 |
Acc. 575, Ford Archives |
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T1332 and T1333 transmission (side) pans
modified. Bolt holes and slots added, replacing
previous holes.
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APR 11 |
Acc.575, Ford Archives |
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T48B rear axle (new design) noted. Old T48 now
T48A.
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APR 16 |
Acc. 575, Ford Archives |
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T631 Cylinder head bolt bushing. "This part is
to be used only when there is a leak around the
cylinder head bolt."
T814B Crankcase rear wall. "Will replace old
design not only in new production but also in
making repairs."
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APR 22 |
Acc. 575, Ford Archives |
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T-1703B 60" rear axle, new design. (Replaced
T-1703)
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APR 23 |
Acc. 575, Ford Archives |
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T-1E and T-2E rear axle housings. The previous
T-1D and T-2D used 3/8-24 driveshaft retaining
studs while the E version used 13/32-18 studs
(T-183B). Otherwise the two were the same. The
holes in the driveshaft pinion spool were
enlarged to accommodate the 13/32" studs, and is
now T-191B.
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APR 26 |
Acc. 575, Ford Archives |
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T-488B connecting rod cap. "Replace oil pocket
with a boss."
Note on change in the threads of the driveshaft
retaining studs from 18 to 16 TPI.
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APR 28 |
Acc. 575, Ford Archives |
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"Since changing the tap (for the driveshaft tube
flange stud) in rear axle housings from 3/8-24
to 13/32-16 does not effect the stamping
drawings..." This seems to conflict with the
threads listed on April 26 (above).
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MAY 2 |
Acc.575, Ford Archives |
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T814A and B crankcase rear wall are obsoleted.
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MAY 7 |
Acc. 575, #223, Ford Archives |
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Oil dam behind the fourth cylinder area (T-814B)
is noted as no longer used, as per letter of May
2. Notes that they added a "flange
reinforcement" which is probably the forging at
the rear of the crankcase where the U-joint
fits. Note the crankcase is T-800B.
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MAY 10 |
Acc. 575, Ford Archives |
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T543B cylinder oil tube. Change length of mouth
from 1/2 to 1" and width from 3/4 to 5/8". Also
radius for ends from 5/16 to 1/4"
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MAY 11 |
Acc. 575, #226, Ford Archives |
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T-807 crankcase front wall changed from pressed
steel to malleable iron.
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MAY 15 |
Acc. 575, Ford Archives |
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T-488B connecting rod cap. "Remove oil boss,
change radius for outside of cap from 7/8 to
29/32. The oil hole and oil groove in the
babbitt was also discontinued.
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MAY 16 |
Acc.575, Ford Archives |
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T4C rear axle coupling ring modified and
specified for "1911" rear axle. The previous T4B
was also modified for current production. T191B
roller driveshaft bearing housing, T193B flange,
T183B stud and T184B nut were also specified for
the "1911" rear axle.
T1526C crankcase assembly with revised support
arms (T815B) began to be used after 34,000 cars.
"Change distance from underside of flange to
first pair of rivets from 13/16 to 9/16. Also
distance between last pair of rivet holes and
bottom hole frm 3/4 to 1 inch." The flange
reinforcement was eliminated and replaced with
T1574 reinforcement riveted in place.
Beginning in May, many references are made to
the "1911 car."
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MAY 19 |
Acc. 575, Ford Archives |
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"1911" crankcase and radius rod ball socket new
drawings. Beginning at this date there were
numerous notes referring to "1911 car,"
including parts for the new radiator.
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MAY 31 |
Acc. 575, Ford Archives |
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T15 differential spacer, T10 and T11
differential gear case specified for "1911
cars."
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JUN 1 |
Ford Times |
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List of stolen cars. "S/N 2080, red with black
top" and "5644, green" are noted.
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JUN 6 |
Acc. 575, Ford Archives |
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T1927 commutator screwdriver. "This is to be
used on the first 15,000 cars only, and is
considered obsolete at this time."
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JUN 13 |
Acc. 575, Ford Archives |
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Steering ball connecting rod (drag link) T258
"This rod is exactly the same as on the 1910
car, with the exception of the threads on both
ends which is 1/2 by 13 TPI U.S.S.
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JUN 15 |
Acc. 575, Ford Archives |
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Transmission band lining changed from Raybestos
to cotton.
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JUN 24 |
Acc. 575, Ford Archives |
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T202 front axle, T203 and 204 spindles and T270
spindle arm "New design."
Changed height of "cylindrical surface" from 5/8
to 1-1/4". (Bulge are rear for radius rods?)
Also noted that the fan tension spring would be
discontinued for 1911. (The spring was replaced
with an adjustment screw at the same location as
the old spring.)
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JUN 25 |
Acc. 575, Ford Archives |
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"Removed pocket in T1334 hood support (on dash)
for hood hinges and steering flange nuts."
Floorboard pedal and brake plates specified as
changed from brass to cold rolled steel,
"coppered and brass plated and polished."
T1367C and T1398C brake rod supports apparently
a new design.
Engine and transmission pans were sheet iron and
enameled.
T879 hand brake lever pawl lift: "Changed
material from brass plate and polish to coppered
brass plate and polish."
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JUL 1 |
Acc. 575, Ford Archives |
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T400B. "Added 1/16" to bottom face of head."
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JUL 7 |
Acc. 575, Ford Archives |
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T1114 "Ford" radiator name plate and attaching
parts declared obsolete.
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JUL 12 |
Acc. 575, Ford Archives |
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T40 rear hub specified to be 6" instead of
5-1/2" for 1911 cars. Same for front hubs and
flanges.
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AUG 12 |
Acc. 575, Ford Archives |
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KH bodies: Name is Kelsey Horbert.
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AUG 16 |
Acc. 575, Ford Archives |
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Following tools redesigned: T1954, 1953, disk
drum puller and yoke.
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AUG 17 |
Acc. 575, Ford Archives |
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Notes changes in location of sediment bulb on
gasoline tank. This change was apparently made
about this time since the notes refer to the
older parts as "for repairs only."
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AUG 26 |
Acc. 575, Ford Archives |
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T1303 gasoline tank. Specified that the ends be
made flat instead of spherical, and that the
seams holding them be made double instead of
single.
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AUG 31 |
Acc. 575, Ford Archives |
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T240 hub caps. Changed thickness of metal from
1/32 to #16 B&S. "Also changed name to our
regular script."
Parts listed for new crankcase with removable
inspection plate. The reinforcement (T1583) with
the threaded holes to retain the cover was
riveted in place.
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SEP 20 |
Acc. 575, Ford Archives |
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Steering wheel rim for 1911 cars specified and
being changed from 12-1/2 ID to 12-3/8 inches,
and the thickness from 1" to 1-1/8 inches.
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SEP 24 |
Acc. 575, Ford Archives |
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T1349 hub cap wrench redesigned. T1357
carburetor adjusting rod bracket changed to oval
and the number of screws from four to two for
1910 and 1911 cars.
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OCT |
Shipping invoices, Ford Archives |
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"1911 rear axle" noted on many invoices. This is
the 6-rivet type with the reinforced flanges at
the center, NOT the 12-rivet type.
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OCT 8 |
Acc. 575, Ford Archives |
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Transmission band lining changed from cotton to
2/3 asbestos, 1/3 cotton.
Muffler tail pipe (T1213B) redesigned to have
tapered end and slightly bent.
A washer (T126) was added for the flange bolts
of the rear axle, along with a new T42 bolt.
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OCT 18 |
Acc. 575, Ford Archives |
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"We have added a reinforcement flange T123 on
the flanges of the housings taking the place of
T126 rear axle flange washers. This change has
been made in T1D and T2D housings.
Engine and transmission pans redesigned for 1911
cars. The transmission pans are T1332-1911 (L)
and T1333-1911 (R).
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OCT 25 |
Shipping invoices, Ford Archives |
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First Torpedo Runabout, an experimental sample,
built on a chassis built Oct. 5, was produced.
S/N 31,673.
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OCT 26 |
Shipping invoices, Ford Archives |
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First note of "1911 metal body." (S/N 32,200)
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OCT 28 |
Acc. 575, Ford Archives |
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T656 Cylinder valve doors, T655 thumb nuts and
T654 stud specified for "New cylinder."
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NOV 1 |
Acc. 575, Ford Archives |
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Note that door sill plates (T-2570 and 2571) are
to be changed from #16 to #20 B&S, and added
"dull or frosted finish, with letters to be
etched and blackened and exterior part to be
bright polish finish."
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NOV 8 |
Acc. 575, Ford Archives |
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T1533 transmission band adjusting screw.
"Instead of having the square head at the top of
this screw, we are just making both sides flat,
as shown in the print."
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NOV 9 |
Acc. 575, Ford Archives |
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T1513B hub brake pull rod. "This rod was
formerly straight. We have made a bend at point
marked A, also changed developed length from
center of hole in clevis to end of rod from
54-1/4 to 54-5/16 inches."
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NOV 30 |
Acc. 575, Ford Archives |
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Parts, such as T171-1911 (where the regular part
was just T171) are now upgraded to, in this
case, T171E (was T171D for 1910), A to B,B to C,
etc. The "-1911" designation is discontinued.
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DEC 1 |
Acc. 575, Ford Archives |
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New design spark plug wrench, T2306.
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DEC |
Shipping invoices, Ford Archives |
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"Seamed style radiator" noted on many invoices.
Green (1910?) and blue (1911?) Tourings built
during December.
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DEC 15 |
Acc. 575, Ford Archives |
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T-972 worm, and T-973 sector steering parts.
Blueprints indicate that these parts were never
used but apparently Ford experimented with this
type of steering for the Model T during 1910 and
1911, expecting it to be used on the 1911
touring and roadsters. The left-hand engine pan
(T-2367) was also designed for this type
steering.
Elsewhere in the Archives records are notes that
worm steering, as well as cable-operated rear
brakes were used on cars shipped to Germany.
Worm steering parts were listed into the 1920's;
perhaps through the end of Model T production. |
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