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 Back
to Year-by-Year 1908-1927 Ford Model T Reference Guide
ENGINE SERIAL NUMBERS: 408,348
to 656,063 calendar year. 348,736 to 670,000 approx.
model year.
MODEL YEAR DATES: August
1913 to January 1915 approx.
BODY TYPES: Touring,
Runabout, Town Car, and Chassis.
MAJOR MODEL YEAR FEATURES: Steel
panels over wood framework (standard until 1926).
Touring was similar in style to the 1913 but doors were
smaller, inset in the side panels, and had rounded
bottom corners, setting the style for all future Model
T?s. Door handles were now inside the doors. Body panels
now folded over the top edge, making the separate cover
piece used in the 1913 bodies unnecessary.
The windshield now folded to the rear with its
support straps bent to clear.
The Runabout was similar in style to the Touring.
Rear turtle now had rounded corners.
Chassis frame now had longer rear cross-member,
eliminating the forged body brackets used earlier.
The metal coil box, made by Ford, but using coils of
K-W design, was standard.
COLORS: All
cars were painted black, with black fenders. (Factory
cost books indicate that touring bodies were painted
blue until October, 1914.)
UPHOLSTERY: Imitation
leather replaced all real leather. No real leather was
used by the end of the year except on the front roll of
the arm rest.
FENDERS: Front:
Same as later 1913, with embossed bead on the apron, and
across the wide part of the front fender. Had no front
bill at first but the bill was reinstated before the end
of the year. Rear: Similar in style to the front.
Support irons were now attached to the body framing,
extending out the side of the body, through a hole in
the apron of the fender, and were clamped to a single
plate under the fender.
SPLASH APRON: Same
as 1913. Fenders and aprons were painted black.
RUNNING BOARDS: Pressed
steel with embossed diamond pattern. The Ford script now
ran across the board. ?Made in USA? appeared on all
boards.
HOOD: Aluminum,
with no louvers. Hinges were separate from the panels,
and riveted in place. Hold-down clamps had two ?ears?
and were of forged steel. Handles were forged steel.
DASHBOARD (Firewall):
Wood, with flat brass edge trim. Board now mated with
the body side panels.
CHASSIS: Same
as later 1913 with the longer rear cross member. Painted
black.
STEERING COLUMN ASSEMBLY: The
major portion of ?1914? models used the same column
assembly as on the 1913 cars. The change to the ?one
piece? gear box apparently came late in the year, or in
early 1915, with some overlap where both types were used
in production. Brass-plated spark and throttle levers,
with flattened metal ends. Wheel is 15? outside
diameter, wood, and painted black. The wheel spider was
iron and painted black.
FRONT AXLE: Same
as the 1913 cars.
REAR AXLE: Cast
center section, same as 1913, and with the axle tubes
flared and riveted to it. This axle then continued into
early 1915.
DRIVESHAFT HOUSING: Pinion
bearing spool was a casting and was held by studs and
nuts, the studs being enclosed (not visible) in the
housing. Integral front housing for universal joint
assembly replaced the ?two-piece? style (apparently
during late 1913).
REAR RADIUS AND BRAKE RODS: Brake
rods had forged ends and the support brackets were of
the type which go out and wrap down around the rods.
Rear radius rods no longer had the forged forks. The
fork is created by splitting the rod and flattening it.
WHEELS: Used
30 by 3 tires in front; 30 by 3-1/2 in the rear.
Original tires had no tread, but tread began to appear
on the rear tires. Hub flanges were 6 inches in
diameter. Front wheels used ball bearings. Hub caps had
?Ford? in script letters. ?Made in USA? on all caps.
SPRINGS: Tapered-leaf,
front and rear. ?Figure eight? style shackles.
RADIATOR: Supplied
by Ford with the standard Ford script. ?Made in USA? on
all radiators, under the Ford script.
ENGINE: Closed
valve type as in 1913. Serial number above the water
inlet. Press-in welch plugs replaced pipe plugs to seal
the water jacket on the right side of the engine.
Flat-top pistons were replaced with the beveled edge
type.
ENGINE PAN: Typical
?three dip? with narrow front ?snout.?
OIL FILLER CAP: The
mushroom-shaped cap, of brass, with six flutes and the
Ford script appeared on all models. ?Made in USA? added.
Steel replaced brass early in the year.
ENGINE CRANK: Aluminum
formed handle, painted black, initially. The steel
sleeve assembled type began to be used during the early
part of the year.
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
riveted in place. Adjustment was by means of a bolt/nut
arrangement now located on the right side of the front
plate and bearing against a boss on the mounting end of
the fan bracket.
MANIFOLDS: Exhaust
pipe flared at the manifold and was held in place with
the brass nut but with no packing. Intake was aluminum,
then cast iron in the same pattern, and finally the
standard-design (less curved than the 1911-1913 types).
CARBURETORS: Kingston
?four ball? or Holley Model G.
CARBURETOR STOVE: Several
designs, all of which rose vertically at the rear of the
carburetor and mated with the exhaust manifold at the
rear area.
MUFFLER: Cast
iron ends, mounted with brackets integral with the end
castings. Exhaust pipe extension integral with the rear
cover plate and no longer tapered or bent. Wrapped with
asbestos, secured with three steel straps. The asbestos
was no longer to be dyed black during 1914 production.
FUEL TANK: Cylindrical,
under the front seat. Mounting brackets now clamped to
the tank. Outlet was between the center and the right
side, between the frame rails.
TRANSMISSION: Three
pedal standard-design. Pedals were marked with ?C,? ?R,?
and ?B.? Transmission cover was cast aluminum, but now
had reinforcements around the bolt holes at the widest
part. Tapered inspection door, held with six screws. The
door was a plain metal plate with no script.
COIL BOX ASSEMBLY: Ford,
all metal, with one-piece flat top cover. The Ford box
used the standard-size coils. The coils themselves had
brass-plated tops.
LAMPS: Made
by Edmond and Jones (E&J), Brown, Corcoran or Victor,
all ?black and brass.?
HORN: Bulb
type, single twist. Black and brass style.
WINDSHIELD: Standard.
Bottom section leaned back and top section was vertical.
Painted black. Top section folded to the rear. Support
brackets now had a bend to clear the top section as it
was folded.
TOP: (Open
cars). Top color was black on all open cars. Top irons
the same as 1913.
SPEEDOMETER: Stewart
Model 100, but larger than the 1913 type. Last year for
speedometers as standard equipment, and a number of
?Ford Specials? appeared.
TURTLE DECK (on
Runabout): Similar in style to the 1913 but with rounded
corners. Handles were brass but painted black.
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1914 Changes
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JAN 1 |
Ford Times |
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1914
cars first illustrated (but had appeared
earlier).
By January of 1914 Ford was using the one-piece
driveshaft. A number of modifications had been
made to the rear axle in an effort to cut costs.
Most of the bronze bushings had been eliminated.
The outer housings continued in the style set in
1912 12-rivet type).
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JAN 20 |
Acc.
575, Ford Archives |
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?Since we have never built any right hand
control cars with worm steering gear, we have
obsoleted the following worm gear parts. (Obsoleted
1-20-14).? (These were T1883-1885, T1427,
T4164.)
The parts used in the LHD worm gear were:
T990 worm, T991 worm gear for 1911 Torpedo and
Open Runabouts, T296 Steering ball connecting
rod assembly, T5014 steering bracket block, T993
throttle lever rod, T965 steering gear bracket,
T988 steering gear bracket for 1911 Torpedo and
Open Runabouts, T977 throttle lever rod for
repairs, T983and T989 worm steering gear
assemblies (for repairs), and T4126 and T5010
worm steering gear assemblies.
T401C cylinder head redesigned with numerous
changes in dimensions, thickness, etc. While the
dimensions are specified, it is difficult to
determine just what the reason was for the
changes. Perhaps it was the revision eliminating
the ?lip? at the rear of the head.
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FEB 14 |
Acc.575, Ford Archives |
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T5418. Running board. ?Changed length from
44-13/16 to 44-3/4; 44-15/16 to 45 inches.?
(According to another note, these dimensions
were the tolerances in the dimensions.)
T543B oil tube. ?Changed radius for bend at rear
end of the tube from 1/2 to 3/4?. This change
was made at the request of the people who are
making these tubes because it is hard to make a
sharp bend in the lock seam steel tubing from
which these tubes are made.. Also added notes
specifying sharp corners to be removed from tube
at front end. This change was made to facilitate
assembling of oil tube to cylinder.?
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FEB 24 |
Acc.575, Ford Archives |
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T4378
and T4378 crankcase bottom flange reinforcement
(the ?U?-shaped pieces with which the bottom
inspection plate is held in place) now two
pieces instead of one (T1583) used earlier.
T509C breather pipe and T685 oil pipe cap
changed from sheet brass to cold rolled steel
(made from fender scrap).
Note that the two 1-1/4? holes needed to clear
the 1913 touring body support bracket bolts were
eliminated.
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MAR 18 |
Ford
Archives |
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New
commutator shield used beginning with 477,165,
this date.
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MAR 21 |
Acc.
575, Ford Archives |
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T4446
commutator head. specified as ?Die casting and
brass designs.?
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MAR 28 |
Acc.
575, Ford Archives |
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T5929
Cylinder plug. ?These plugs are to be used in
cylinder for cylinder head cap screws (which)
strip, in which case the holes are to be drilled
out and tapped with a 5/8-18 USS tap, the plug
screwed in place, cut off, drilled and tapped to
7/16-24 USS threads.?
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APR 4 |
Acc.575, Ford Archives |
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T520
starting crank handle changed from aluminum to
cast iron.
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APR 10 |
Acc.
575, Ford Archives |
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Front
wheel hub modified to have bosses for
speedometer gear. The old number (T232B) was
specified for right or left for 1911-13, and the
first 250,000 cars (in) 1914 and the new design
(T7700) for the right-hand wheel after 250,000.
This change did not appear in any of the parts
books.
On April 14, 1914, this change was obsoleted and
noted that it had never been used. Instead, all
front hubs were made standard with the bosses
and this then could be used on either side, with
the modified part remaining T232B.
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APR 21 |
Ford
Archives |
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Engine 500,000 built at 10 A.M. Note: Ford is
now ?on track.? This was engine number 500,000.
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MAY 2 |
Acc.
575, Ford Archives |
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Parts
specified for ?1915 coil unit.? These parts are
the pieces that make up the coil itself, not the
coil box. Part numbers ranged from T6740 to
T6794.
T232B front hub again modified, removing the
ribs specified earlier and replacing them with a
shoulder in the form of a ring around the hub.
This change was made at the request of the W.K.
Pruden Wheel Company who made the hub castings.
On May 22, another modification was made in the
height of this collar.
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MAY 5 |
Acc.
575, Ford Archives |
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T7472
ratchet transmission band wrench noted. It was
not new, being used in production under the part
number 16Z-1411 which was a drawing number.
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MAY 30 |
Acc.
575, Ford Archives |
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T7609
universal joint housing noted as new design and
that T70, the present design was to be used for
repairs only. T70 is the housing on the
?two-piece? driveshaft; T7609 is for the new
?one-piece? type used from then on.
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JUN 11 |
Acc.
575, Ford Archives |
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T2654
front fender ?peak? specified. A new design,
this may have been the front lip (or bill) which
appeared in 1914 before the 1915 models. (The
1913 and early 1914 fenders had no bill.)
Numerous changes were made in the front fenders
and splash aprons at this time.
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JUN 17 |
Acc.
575, Ford Archives |
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T292
front radius rod ball cap spring. Specified that
the spring be would left-hand instead of
right-hand because when tightening the
right-hand coils tend to unwind.
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JUN 25 |
Acc.
575, Ford Archives |
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T5929
cylinder plugs. Specified diameter of threads to
be changed from 5/8 to .627-.628 so as to
conform with standard taps.
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JUL 15 |
Acc.
575, Ford Archives |
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T240B
hub cap. Specified that background be black
enameled instead of oxidized.
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JUL 17 |
Acc.
575, Ford Archives |
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Numerous changes in cylinder head dimensions.
Reason for changes not given.
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JUL 20 |
Acc.
575, Ford Archives |
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T5634
(new) magneto coil assembly (16 required) to be
used after the first 250,000 1914 cars.
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JUL 29 |
Acc.
1701, Box 2, Ford Archives |
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?We
have called for the fillet with 1/8? radius at
point where pedal connects with foot pad. Also
removed letters and replaced pyramids with
ridges running lengthwise of pad. This change
was made to prevent feet from sliding off pedals
and is to take place in all dies when they are
being constructed at the present time, and on
all other dies when they are being re-sunk. We
wil, of course, use up the forgings which we
have on hand.? (Joseph Galamb). Note: the
actually change to the ribbed pedals came later
in the year. The ribs were discontinued sometime
after March 1915.
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AUG 1 |
Acc.
509, Letter, Ford Archives |
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Prices: Touring, $490. Runabout, $440. Town Car,
$690. Prices do not include a possible $40 to
$60 rebate pending on the sale of 300,000 cars
by August 1, 1915. Rebate to be made to the
original purchasers of the cars only.
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AUG12 |
Acc.
575, Ford Archives |
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Note
that letters are to be removed from pedals to
prevent slipping, and are to be replaced with
ribs. The pedals on hand were to be used and
apparently were for some time. The ribbed pedals
were used in early 1915 (perhaps late 1914) but
the smooth pedals were specified in March 1915.
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AUG 26 |
Ford
Archives |
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?Start one hole in center main bearing.?
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AUG 28 |
Acc.
575, Ford Archives |
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?1915? rear axle parts described, ?for all 1915
models.? This was to be the finalmajorrevision
of the rear axle assembly.
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SEP 4 |
Engine production records, Ford Archives |
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?New
style coils? began with 572,437.
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SEP 5 |
Acc.
575, Ford Archives |
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The
steering gear assembly (the gear box under the
steering wheel) revised to new one-piece design.
Made of type ?W? bronze.
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SEP 14 |
Engine production records, Ford Archives |
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?Start 3/4-inch magnets with 578,042.?
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SEP 19 |
Acc.
575, Ford Archives |
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Tube
specified for headlight wire across lower part
of radiator. To be made of defective radiator
tubes. Old tube for gas lamps is to be
discontinued. Holes are added in side walls of
radiator and this new tube is to be put in place
by spreading the radiator fins and is to then be
soldered in place.
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SEP 22 |
Acc.
575, Ford Archives |
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Note
specifying that the spark/throttle quadrant is
to be brass plated.
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SEP 23 |
Acc.
509, Letter, Ford Archives |
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Sedan
and Coupelet announced.
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SEP 23 |
Acc.
833, Photo 1527, Ford Archives |
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Photo
of 1915 Coupelet. Shows fork-mounted electric
headlamps.
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SEP 23 |
Acc.
833, Photo 1528, Ford Archives |
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Photo
of same Coupelet, rear view, shows 1914 rear
axle.
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SEP 23 |
Acc.
833, Photo 1621, Ford Archives |
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Photo
of 1915 Sedan. Fork-mounted headlamps and
lantern-like side lamp. Curved front and rear
fenders.
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SEP 23 |
Acc.
833, Photo 1546, Ford Archives |
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Photo
of 1915 Sedan with gas headlamps.
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SEP 23 |
Acc.
833, Photo 1470, Ford Archives |
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Photo
of 1915-style Touring with odd post-mounted
electric headlamps, no louvers in the hood,
brass steering wheel spider and 1914-type
steering gear box.
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SEP 23 |
Acc.
833, Photo 1633, Ford Archives |
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Photo
of 1915 Touring, now with louvered hood.
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OCT 12 |
Ford
Archives |
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All
motors used new coils and 3/4-inch magnets. The
new magneto began with #578,042. (Engine
production records show 572,437, September 4,
which is believed to be the correct number.)
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NOV 2 |
Acc.
509, Letter, Ford Archives |
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Prices of Sedan, $565. Coupelet, $340.
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DEC 12 |
Acc.
1701, Model T Drawings, Ford Archives |
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Malleable iron rear tail light/license bracket
design for 1915 models. This bracket is of a
two-piece design so that the same parts could be
used on either right or left-hand drive cars by
reversing the license plate support. The two
parts were f/n T-7471 and T-7259.
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DEC 19 |
Acc.
509, Letter, Ford Archives |
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Longer intake manifold announced for Sedans.
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DEC 24 |
Acc.
509, Letter, Ford Archives |
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Longer intake manifold announced December 19 to
be discontinued in favor of the use of the
Kingston carburetor which has better fuel flow
(sedans only).
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DEC 31 |
Factory Letter, Ford Archives |
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?All
sedans equipped with Kingston carburetors
because of better fuel flow. 5/16-inch pipe
recommended.? The longer intake manifolds were
furnished as a field modification. |
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