GENERAL SPECIFICATIONS

EARLY T ENGINES

We have found an artists picture showing the top view of the prototype Model T motor that was probably made before the change from two levers/three pedals to two levers/two pedals. The picture appears on page four of the October 1, 1908 Ford Times. The reason I believe that it is of the prototype is primarily because of the handle on the transmission cover door. Instead of being hex-shaped, it is long and thin, not unlike the handle on an early oil check petcock. I have seen the drawing for the transmission cover door handle that looks like this in the drawings collection at the Ford Archives and it was declared obsolete before the start of production. When you look at this picture you will note the lack of water passage holes in the block and the head and the lack of a magneto contact post. It even looks as though the flywheel pit in the transmission cover is narrower? not enough room for magnets and a coil ring. We know that magneto development was begun only about December 1907 and it appears that the prototype shown in the advance catalog may not have had one.

1909
(Early water-pump engines)
Ser. # 1 to 309 1 to 2500 (Model year, October 1, 1908 to May 1909)

S/N (serial number) located between center exhaust ports. Gear driven water pump and fan. Oil pipe on left front side. 3/8" head bolts on first 500, 7/16" later. No babbitt in upper main or camshaft bearings. Open valve chambers. Flat-top pistons with three or four rings, some with all rings above the pin and some with one ring below. Piston pin was held in the piston with one bolt. The connecting rods had bronze bushings for the pin, and oil dippers as an integral part of the crankshaft end.

1909
Ser. # 310 to 14,161 (calendar year 1909).
2501 to 8,100 model year
(May 1, 1909 to July 31, 1909.)

Note: Ford?s published data shows 1 to 11,100 built between Oct. 1, 1908 and Sept. 30, 1909.

S/N on boss behind cam gear housing on right side of engine. No babbitt in upper main or camshaft bearings. Thermo-syphon cooling. Piston pin now turned in the piston and was clamped in the rod. Oil dippers on connecting rod caps were discontinued.

The cylinder head now has the "Ford" in script cast between the center cylinders. This style head continued until mid-1912 with minor variations due to the casting molds.

VALVE TIMING

Intake opened with piston down 7/64" After T.D.C. (13/64" above) *
Intake closed with piston up 3/8" After B.D.C. (3-5/16" below) *
Exhaust opened with piston up 3/8" Before B.D.C. (3-5/16" below) *
Exhaust closed with piston down 1/16" After T.D.C. (19/64" above) *
* Piston position from top of cylinder.

1910
Ser. # 14,162 to 34,901 calendar 1910.
8,101 to 31,500 approx., model year.
(Aug. 1, 1909 to Oct. 1, 1910.)

Note: Ford?s published data shows 11,101 to 31,900 between Oct. 1, 1909 and Sept. 30, 1910.

Same as 1909. In March the magneto magnets were enlarged from 1/2 to 9/16" (beginning about 17,501). In April the magnets were again changed to 5/8" (beginning with 20,501).

1911
Ser. # 34,902 to 88,900 approx., calendar year.
31,500 to 70,750 approx., fiscal year. (Oct. 1, 1910 to Oct. 1, 1911).

Note: Ford?s published data shows 31,901 to 69,876 built between Oct. 1, 1910 and Sept. 30, 1911.

Same as 1910 until 38,263 (February 14) when babbitt began to be used in the upper main bearings. This may have occurred along with the enclosed valve chambers, also introduced about this time. Beginning with 46,326 (April 7) all engines were the new type with the enclosed valve chambers. Valve doors were secured with wing nuts (f/n T655) initially but these were replaced with T517 hex nuts about November 7, 1911. The inspection plate was heavier and had a sharp embossing pattern. It was secured with a one-piece bolt collar. In late 1911 the oil pipe (inside the engine) funnel was enlarged from 5/8" wide to 3/4" and the length from 1" to 1-1/2"

1912
Ser. # 95,550 to 183,563 approx.
B1 to B12,247, October 1 to December 31, 1912.
69,877 to 157,424 approx., fiscal year.
(Oct. 1, 1911 to Oct. 1, 1912)

Note: Ford?s published data shows 69,877 to 157,205 built between Oct. 1, 1911 and Sept. 30, 1912.

VALVE TIMING
(Revised during 1912, and typical through 1927)

Intake opened with piston down 1/16" After T.D.C. (1/4" above) *
Intake closed with piston up 9/16" After B.D.C. (3-1/8" below) *
Exhaust opened with piston up 5/16" Before B.D.C. (3-3/8" below) *
Exhaust closed with piston at T.D.C. (5/16" below) *
* Piston position from top of cylinder.

Same general design as later 1911. Serial number boss moved to position behind the water inlet at about 100,000, then to the standard position above the inlet a short time later (both types appearing simultaneously for a time). By the end of 1912 all were in the final location. The cylinder head was modified somewhat, lowering the compression, and was provided with holes for priming cups on the left edge. These were dropped during 1913 production. "Made in USA" was added under the Ford script on either side of the right-hand center bolt hole.

1913
Ser. # 183,564 to 408,347, calendar year
157,425 to 348,735 approx. and B-1 to B-12,247, fiscal year.
(Oct. 1, 1912 to Oct. 1, 1913).

Note: Ford?s published data shows 169,452 to 370,147, plus B1 to B12,247 built between Oct. 1, 1912 and Sept. 30, 1913. The "B-numbered" engines were built in the latter part of 1912 and were installed in 1913 models built between October 1912 and January 1913. It appears that there is a gap of the regular serial numbers between 157### and 169###.)

Same as 1912 type. Last year the screw-in pipe plugs were used to seal the water jackets. Welch plugs were used beginning about 200,000 (February) and in all production after about 450,000. Compression ratio lowered to about 4:1. Brake H.P. now 20. Last year for flat-top pistons. Inspection plate bolt collar was now two pieces.

Some cylinder heads drilled on left side for priming cups; these holes being filled with 1/8" pipe plugs. The "Made in USA" was relocated with the "Made" between the right-rear side bolt holes, and the "in USA" between the two right-front side bolt holes.

During the year the redesigned cylinder casting appeared. It had slightly larger water jackets with holes covered with welch plugs. The "lip" at the rear no longer appeared; the casting now gently sloped to match the cylinder head.

1914
Ser. # 408,348 to 656,063, calendar year
348,736 to 670,000 approx. model year.
(Oct. 1, 1913 to Mid-Jan. 1915, approx.).

Note: Ford?s published data shows 370,148 to 570,790 built between Oct. 1, 1913 and July 31, 1914

Magneto magnets increased to 3/4" beginning with 572,437 (September. 4) and on all engines after 598,042 (October. 2, 1914).

1915
Ser. # 656,064 to 1,028,313, calendar year
670,000 to 856,513 approx., model year
(Jan. 1915 to Aug. 1, 1915).

Ford?s published data shows 570,791 to 773,487 built between Aug. 1, 1914 and Apr. 30, 1915, and 773,488 to 855,500 built between May 1, 1915 and July 31, 1915.

Connecting rods redesigned for lighter weight. Babbitt now 1/16" thick instead of 1/8".

1916
Ser. # 1,028,314 to 1,614,516, calendar year
856,514 to 1,362,813 approx. fiscal year
(Aug. 1, 1915 to Aug. 1, 1916).

Note: Ford?s published data shows 855,501 to 1,362,200 built Aug. 1, 1915 to July 31, 1916.

No significant changes from 1915.

1917
Ser. # 1,614,517 to 2,449,179, calendar year
1,362,814 to 2,113,501 approx., fiscal year
(Aug. 1, 1916 to Aug. 1, 1917).

New "high" head with larger water jackets introduced.
Compression ratio slightly lower to 3.98 to 1.
Engine crankcase give larger front "snout."

1918
Ser. # 2,449,180 to 2,831,426, calendar year
2,113,502 to 2,756,251 approx., fiscal year
(Aug. 1, 1917 to Aug. 1, 1918).

No significant changes from previous year.

1919
Ser. # 2,831,427 to 3,659,971, calendar year
2,756,252 to 3,277,851 approx., fiscal year
(Aug. 1, 1918 to Aug. 1, 1919).

Beginning with 2,815,891 (December 11, 1918) the first starter type engines were built. Regular production of starter engines began January 1, 1919, used in the closed cars only. All engines built were starter type after June, but used blanking plates at the starter, and a different casting at the timing gear on non-starter cars. Magneto post had metal retaining collar around its base.

1920
Ser. # 3,659,972 to 4,698,419, calendar year
3,277,852 to 4,233,351 approx., fiscal year
(Aug. 1, 1919 to Aug. 1, 1920).

New light-weight rod with 1/16" babbitt introduced. A lighter piston was also introduced which had no reinforcing bosses at the pin and no boss at the bottom. The larger fan pulleys started on "truck engines" on May 1, 1920.

1921
Ser. # 4,698,420 to 5,568,071, calendar year
4,233,352 to 5,377,545 approx., fiscal year
(Aug. 1, 1920 to Aug. 1, 1921).

No significant changes from previous year.

1922
Ser. # 5,568,072 to 6,953,071, calendar year
5,377,546 to 6,344,196 approx., fiscal year
(Aug. 1, 1921 to Aug. 1, 1922).

Beginning with about 5,530,000 (November 1921) the cylinder casting was altered to use the single valve chamber door. Beginning with 5,812,609 (April 3, 1922) all engines used the single door.

1923
Ser. # 6,953,072 to 9,008,371, calendar year
6,344,197 to 8,122,674 approx., fiscal year
(Aug. 1, 1922 to Aug. 1, 1923).

During September the "Ford" and "Made in USA" were left off the side of the block on some of the production.

1924
Ser. # 9,008,372 to 10,994,033, calendar year
8,122,675 to 10,266,471 approx., fiscal year
(Aug. 1, 1923 to Aug. 1, 1924).

New lightweight pistons introduced March 12. Beginning April 14 the camshaft was modified to use a shorter front bearing. On July 17 the oil tube was given a larger intake funnel, and by August 12 all had the new tube. On July 18 the crankcase was changed to the "four-dip" type. Began 1/32" babbitt in front and center mains in June and in all cars beginning July 16.

1925
Ser. # 10,994,034 to 12,990,076, calendar year
10,266,472 to 12,218,728 approx. model year
(Aug. 1, 1924 to July 27, 1925, the start of "1926" models).

No significant changes from previous year.

1926
Ser. # 12,990,077 to 14,619,254, calendar year
12,218,729 to 14,049,029 approx., fiscal and model year.
(July 27, 1925 to Aug. 1, 1926).

Cylinder casting again modified to have boss at rear to mate with new transmission cover which bolted to the cylinder beginning July 27, 1925 with S/N 12,218,729. Beginning in July 1926 the engines were painted with Pyroxylin. The color is not certain but is believed to have been an olive green.

1927
Ser. # 14,619,255 to 15,076,231, calendar year
14,049,030 to 15,006,625 approx., model year
(August 2, 1926 to May 26, 1927)

Beginning in August 1926 the felt front crankshaft seal was changed to the asbestos type with the rubber core. During 1927 the hole between the center cylinders was closed. Since all cars used the Vaporizer type carburetor, the throttle rod passed over the engine instead of through it. Sometime during 1927 production (beginning in August 1926) the "Ford" and "Made in USA" began to be omitted from the cylinder head casting.

Late in calendar 1926, the cylinder head and water outlet bolts were given rounded, nickel-plated, heads in an attempt to dress-up the engine appearance.

Note: Model T car production ended at Highland Park May 26 with #15,006,625. (Records show the last number to be 15,007,032 but according to the engine production figures, only engines (no cars) were built on May 31, 1927. There was no production from May 27 to May 31, then engines and/or trucks began on May 31 (15,006,626 to 15,007,032).

1927-1941
15,007,033 to 15,176,888

The last number was built on August 4, 1941. (Seven T engines built in 1941). 169,855 Model T engines were built after the last Model T car was produced in 1927.

The following dates are those of Ford engineering drawings and do not necessarily indicate the date of the actual change in the part. The change could have been before or after this date.

CYLINDER BLOCK

Little written evidence exists that indicates engines were painted any color. If painted, early cars (1909) were probably painted chassis (body) color, and all were probably black if painted after the early production. Ford records do not seem to indicate any engine paint.

The oil pan (crankcase), after the early production, was painted black. Transmission covers were probably also painted if the engine was, except in the case of the aluminum covers, which were always bare.

The late 1926 and 1927 engines were painted green, according to some records. The green was called (by Ford) Drake Green, and was the same color as the green used on the closed cars. However a letter from the Detroit office, dated September 3, 1926, has this to say:

"We are attaching paint specifications covering the painting of the following parts:

"T4468 Breather Pipe Cap to be enameled. T-2202 Mixing Chamber to be Moleskin Motor Pyroxylin M-124. T-442 Water Outlet Connection to be Moleskin Motor Pyroxylin M-124. T-8719 Water Inlet Connection to be Moleskin Motor Pyroxylin M-124."

ENGINE MOUNT
(Front bearing and spring clip)
1909
(T320)
(Early water pump engines)

Unique design with crank holding arrangement.

1909-1921
3076 (T320B)

Two "U" bolts used to clamp mount to frame. There were a number of variations in the design. The 1910 to 1911 had rather extended mounting "ears," and the late 1911 and later were relatively even-sided. between the bolt eyes. There were minor variations in the general shape as well.

3076B (T320C)

Forged design with two integral studs, secured with a clip under the spring, two nuts and cotters.

1926-1927
3076B2 (T320D)

Similar to previous but has threaded hole in front to which the radiator apron is fastened.

Note: These dimensions are from the Ford Service Course, and relate to new engines built after 1913. There may be variations over the years. Some dimensions will not apply to modern replacement parts (pistons, valves, etc.).

CRANKSHAFT DIMENSIONS

ENGINE CRANKCASE

There is some confusion in the Parts Lists and other sources regarding factory numbers. Some list this number as T800; others as T1526. The letter suffixes are also confusing. T800A, B, C, etc. is the number of the main body of the crankcase. T1526A, B, C. etc. is the assembly of T800 and the side arms, front and rear walls, etc. Factory drawings show T1526E beginning December 28, 1910 but the Parts Lists indicate the number as T1526C until the 1917 models. T1526E in the Parts Lists doesn?t appear until the four-dip pan in 1924.

1909
(3069) F/N T1586A, Early 1909

One-piece with long front bearing in which the rear bearing rivet was located behind the front oil seal, inside the crankcase area. The rear flange had no reinforcement. Had oil dam behind fourth cylinder. Rather deep oil troughs under rods. Early version had a transmission band support (eliminated in a drawing dated Feb. 2, 1909).

1909
3069 (T1526B, C)

One-piece with no inspection plate on bottom. Had oil dam at rear cylinder. Shorter front bearing with rear rivet now outside the crankcase area. Minor variations in the stamping to allow greater connecting rod clearance. Dust pans on side of engine and transmission.

1910
3069 (T1586C)

Similar to 1909. Reinforcement added at the rear flange early in the year. Later the oil dam was dropped.

1911
3100 (T1586D, E)

Similar to 1910. Beginning in February a new magneto was used and a new, wider, square-hole transmission cover and pan was introduced. This new pan was still "one-piece" but had shallower troughs than the 1909-10 type. About 44,400 (March), the pan with the removable bottom plate appeared. The inspection plate was of heavier metal than the common type, had deeper troughs (7/8" vs 11/16") than the later types, and was embossed around the edges. The inspection plate retaining collar was one piece and was riveted in place. The riveting is believed to have been discontinued during the year. Deep "teacup" oil drain.

1912
3100 (T1526E)

Similar to the later 1911 type with removable bottom. The 1911 type inspection plate may have been replaced by the thinner, shallower, "standard" type during this period (date unknown). 1912 is believed to have been the last year for transmission side dust pans but engine side pans continued until the end of Model T production. during production the 7-rivet side arms were changed to the 3-rivet type.

1913-1916

3100 (T1526E) Early 1913 cars used the 1912-style pan except that the mounting ears were held with just three rivets (instead of seven). The slotted drain plug was still used. About June 1913 the now-standard design (no deep drain cup, and 15/16" drain plug) appeared. Narrow front "nose" continued until 1917. The two piece inspection plate screw retaining collar appeared in 1913, Replacing the one-piece type used earlier.

1917-1924
3100 (T1526E)

Wider front nose to allow larger crank pulley (which didn?t appear until 1920).