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IGNITION KEYS
1913 - 1927
By Trent E. Boggess - Plymouth State College, Plymouth, NH 03264

It seems that there is a story in even the simplest, most common Model T part. For instance, take ignition switch keys. A key is a key, right? Just make sure you have the right number. Well, maybe its not so simple.

From the time that the Ford Motor Company began using coils and coil box assemblies of the K.W. Ignition ? Ford Motor Company design, the Company began to have a say in the design of the switch keys. The first switch key was adopted for production on April 12, 1913 and was given the factory number T-5815. This key was actually an assembly of three parts: T-5816, T-5817 and T-5823. The handle portion of the key was brass plated. Keys were supplied by both the Clum Manufacturing Co. and the K.W. Ignition Co.

The first real change in this key came on December 19, 1916. The finish on the key was changed from brass plate to Raven Finish. Raven Finish was a rust proofing process that was developed by the Ford Motor Company that was very similar to Parkerizing. It left a black, phosphate coating on the surface of the steel that tended to resist rusting.

On May 8, 1917, the key was redesigned. Instead of an assembly of three pieces, the key was made from a single flat piece of cold-rolled steel. The name of the key was changed as well. Instead of ?Switch Lever Assembly,? this part became known as simply the ?Switch Key? This design was modified slighTLy on June 19, 1919 by changing the inside corners of the ?L? shaped plugs to have a 3/64? radius instead of a square corner to strengthen the dies which made the key.

This key's factory number was changed to T-5815-A on February 13, 1919 to distinguish it from the key used on cars equipped with starters. It remained a part of standard equipment until the use of the switch mounted on the coil box of non-started equipped cars ended about August 9, 1922. Thereafter, this switch key was given the designation T-5815-AR, the ?R? indicating that the part was to be used for repairs only. (Releases for T-5815-AR)

The second type of key is distinguishable by the round shape of the head of the key. It was a short lived design supplied by the Clum Manufacturing Company. The tumbler notches appear on one edge of the key only. According to factory records, it was used on the first 15,000 cars built with electric starters in 1919. These cars were primarily sedans and coupes and had the ignition switch and ammeter mounted on the instrument panel. Keys were purchased by Ford in series numbers ranging from 1 to 32. Cars equipped with starters came with two of these keys, as opposed to the non-starter cars which came with only one T-5815-A. The Ford engineering records refer to this key as T-5815-BR and it was given the name ?Ignition Switch Key? to help distinguish it from the earlier type. (Releases for T-5815-BR) The final and most common key is characterized by a head that is diamond shaped. While it was adopted on Feb. 21, 1919, the records suggest that this key was not used until after April 23. This key was number T-5815-C. These keys were made out of nickel silver and the heads were ?pin frosted? on both sides. A smooth 1/8? by 3/8? surface was provided on the back side of the key for the serial number of the key. These numbers ran from 51 to 74 inclusive. The front face bore the word ?Ford? in script.

These keys were made by a number of different vendors. On December 19, 1919 Ford specified that the maker's trademark be placed under the script ?Ford? on the face of the key. Keys were supplied by five vendors. These vendors and their trademarks are:
 

• Clum Manufacturing Co.

• Briggs and Stratton Co.

• King Lock Co.

• Cabkey Dupree Co (keys have also been observed with Cabkey Dupree spelled out on the key.

• Culver Stearns Co.

Cost cutting caused a change in these keys on Jan 16, 1920. The ?pin frosting? was eliminated and the front and rear faces of the diamond head became smooth except for the borders, script word ?Ford,? trademark, and serial number boss.

The final change to the key came on January 30, 1926 when the material the keys were made from was changed from nickel silver to ?S? brass. (Releases for T-5815-C)

INSTRUMENT PANEL

1909-1918

None used. Instruments, if any, were attached to the dashboard (firewall). Accessory instrument boards were supplied by accessory manufacturers, not by Ford.

1919

Boards were wood with ?leather? covering in early closed cars, and wood with metal covering later. Open cars, when equipped with starter, used wooden panels initially. The ammeter was of large (about 2? diameter glass) size and had a more elaborate movement than the later meters. Initially, the ammeter had no script but early in the year ?Ford Motor Company? was specified. Then in about April, just ?Ford? was used on the face. The light switch handle was cast, and painted black. The meter and switch were mounted on a rectangular panel which, in turn, was mounted on the instrument panel.

1919-1922

Metal panel of near uniform width from side to side. The end mounting ears were exposed and were fastened to the rear windshield post support bolt. Instrument panels on open cars only when supplied with electrical equipment. The ammeter was about the same size but of simple design. The switch handle was now pressed steel. The handle, mounting board, and switch were all black.

1922-1923

Metal panel now sloped slighTLy, with lower mounting bolts behind the panel. The width tapers upwards at each side. Non-electric cars used a blanking plate at the ammeter location.

1924-1925

Similar to 1923 but now had a support bracket for the steering column.

1926-1927

Metal panel built to appear more integral with the cowl. The ammeter was smaller and mounted in an oval, nickel-plated escutcheon. The handle on the light switch was nickel-plated on some of the later production, although most seem to have been painted black. A dash lamp was an accessory supplied by Ford (and others). The instrument panel was painted body color.

LAMPS

Note: Cars supplied with gas lamps were also supplied with gas generators, made by the same firms that supplied the lamps. Generators were brass in the 1909-1912 era, then black and brass in late 1912 through 1914. The generator was not necessarily the same brand as the lamps on any one car. Some 1909 and 1910 (and probably later) cars were also supplied by the factory with Prestolite tanks instead of the generator.

Pictures of items shown in blue can be seen by clicking on them.

MAGNETO

1909
(First 17,500 cars)

Magneto coil had double-stack round coils mounted on a pressed-steel ring. The ring had holes of about the same diameter as the coils, located just inside the coils. The magnets were of an elaborate forged design, 1/2? thick.

1909
(17,501-20,500)

Coil is similar to the earlier type but no longer has the holes in the pressed-steel mounting ring. Magnets are similar to the earlier type but now 9/16? thick.

1910-1914

At #20,501 The magneto was redesigned. The coil ring is now a casting and again has the holes near the coils. The coils are still double-stacked. The magnets are of the simple bent type and are now 5/8? thick.

1914-1917

At #572,437 the magneto was again redesigned to accommodate magnets of 3/4? thickness. The coils are now oval-shaped, still double-stacked.

1917-1918

The coils are now single-stack but otherwise similar to the above.

1919-1923

Similar to the 1918 type but the ring now has a notch to clear the starter shaft.

1923-1927

Coil modified to now use 3/16? wide copper windings instead of the 1/4? used earlier

MAGNETO POST

Intake manifold was ?dog-legged? aluminum. Exhaust pipe fitted into the exhaust manifold and had asbestos packing, secured with usual nut.

Intake manifold changed to straighter aluminum type. Exhaust manifold was the same as 1910 type.

Intake was the same pattern as 1912 but was now made of cast iron (as per letter dated December 19, 1912). In January 1913 another letter specified the exhaust manifold was made for the flanged exhaust pipe. This new design exhaust manifold remained standard until late 1926.

Same as 1914 type. The 1915 sedan which had the fuel tank under the rear seat used a longer intake manifold (which lowered the carburetor) for better fuel flow to the carburetor.

Vaporizer carburetor with integral manifolds, used in some production in 1925 and 1926 became standard in late 1926.

(The first 2500 cars were somewhat different from the production version.)

Cast-iron end plates. Mounted with sheet metal brackets. Straight, longer tail pipe. Asbestos wrapping secured with three iron bands. The two ends were retained with three long rods threaded at both ends.

Similar to 1910 but tail pipe tapered and curved downward. The retaining rods were changed to have a hexagon head on one end. The asbestos wrap was dyed black.

Cast end plates now have integral mounting brackets. Pipe is now straight and not tapered. Mounting brackets are longer than the 1917 type. The asbestos was no longer dyed black.

Similar to 1916, with and without tail pipe. No asbestos wrap, painted with F-140 paint. Shorter cast mounting brackets. Only one long retaining rod to hold the ends together.

Same as 1917 but no tail pipe. In June 1919 the outlet was moved 10 degrees from the bottom to direct the exhaust away from the spare tire. ?Ford? in script added to the end plates during 1919.

Pressed-metal design. No tail pipe.

Apparently there was no ?standard? cap used on the early (first 2500) engines on which the oil filler pipe was located at the front left of the engine. Several types have been observed but apparently no one is certain which is correct. In general, though, all had a cup-like funnel at the top of the filler tube. These early filler pipes had a screen over the funnel which also supported the cap but due to this construction the screen was easily torn leaving no way to hold the cap.

Now located at the right-front of the engine. A thin brass ?pipe? with a screen at the top, which fitted into the oil filler spout.

Brass cap with ?Ford? with six flutes (notches) around the top.

Brass. Similar to the earlier but ?Made in USA? added. The style of the ?Ford? and of the ?Made in USA? varied, perhaps because of different suppliers.

>Steel with Ford script, in the same pattern as the earlier type. The ?Made in USA? did not appear on all caps.

Steel, with script until 1916 and without script from then on. Simpler design, somewhat larger, and with just three flutes around the top.

DOCUMENTATION

(From factory drawings. The dates are those of the drawings, not necessarily the dates of production.)

For the first 2500 cars the cap was a malleable iron cap that looks about like the one on Model NRS cars. That was factory number T-510.

The first breather pipe design for the thermo-siphon engine was adopted on Dec. 8, 1908. This was a design which consisted of a brass cylinder. The top quarter inch was of larger diameter than the hole in the front timing cover for the breather pipe, and inside the tube were three layers of brass gauze. The top quarter inch was also knurled to provide a grip for getting the pipe out. The factory drawing, though, was clearly labeled ?never used.?

The second design, T-582-B, was adopted on January 21, 1909. The tube was made out of brass, had a piece of brass gauze inserted, but no cap. This would be real easy to make; take a later brass oil filler cap assembly and take off the cap.

On March 10, 1910 a new design was adopted to replace the old one. Same factory number but a different design. A month an a half later, on May 16, 1910, the new design was obsoleted and the old design reinstated. The brass gauze in this one is held in place not by a ring turned into the tube, but by little tabs stamped out of the tube.

The cap for the breather pipe was not adopted until November 22, 1911. It was made from brass and had Ford in script embossed into the top. It was made by Keim in Buffalo.

On August 31, 1912 ?Made in USA? was added under the name Ford. The ?Made in USA? was stamped into the cap while the ?Ford? continued to be embossed.

On February 24, 1914 the material for making the cap changed from sheet brass to cold rolled steel ? fender scrap.

The big change came on April 23, 1915. The diameter increased from 2? to 2-3/16? and the number of lugs decreased from six to three. The releases indicate that the old style was to remain in production until the new dies could be made. Note that the Name FORD and the Made in USA remained on the top of this cap. These are bona fide Ford caps, not spurious.

On August 16, 1915 the material was changed to a thicker heavier gauge of steel. Here after the caps would be made from running board scrap, not fender scrap.

On May 5, 1916 the embossed ?Ford? and the stamped ?Made in USA? were removed from the cap. Thereafter the cap remained unchanged until the end of Model T production.