Type with uniform width upper sections and one- piece inserted aprons. Early 1909 types had square fronts and no bills. Later ones were rounded at the front and had bills. Rear fenders supported by irons that ran under the apron on the early 1909 cars; later the irons passed through holes in apron. Painted body color.
Part # | Factory # | Description | |
----- | 1413 | L/F | Square front, no bill. |
----- | 1414 | R/F | |
----- | 1415 | L/R | No hole in apron. |
----- | 1416 | R/R | Supported with irons that ran under the apron. |
All body types, Green only after June 1909 | |||
Part # | Factory # | Description | |
2925 | 1413A | L/F | Round front with bill |
2926 | 1414A | R/F | |
2927 | 1415B | L/R | Hole in apron for fender iron |
2928 | 1416B | R/R | |
Touring, Roadster, Town Car (blue) | |||
Part # | Factory # | Description | |
4801 | 1413B | L/F | With bill. |
4800 | 1414B | R/F | |
4803 | 1415C | L/R | |
4802 | 1416C | R/R | |
4821 | 1716B | L/F | 60 Tread |
4820 | 1715B | R/F | |
4823 | 1748 | L/R | |
4822 | 1749 | R/R | |
Torpedo and Open Runabout, (blue) | |||
Part # | Factory # | Description | |
4841 | 2562 | L/F | |
4840 | 2561 | R/F | |
4843 | 2554 | L/R | Curved rear fenders |
4842 | 2555 | R/R | |
4861 | 2707 | L/F | 60 Tread |
4860 | 2706 | R/F | |
4864 | 2709 | L/R | |
4863 | 2708 | R/R | |
Touring, Roadster, Torpedo (front only), Town Car | |||
Part # | Factory # | Description | |
4801 | 1413B | L/F | |
4800 | 1414B | R/F | |
4803 | 1415C | L/R | |
4802 | 1416C | R/R | |
4821 | 1716B | L/F | 60 Tread |
4820 | 1715B | R/F | |
4823 | 1748 | L/R | |
4822 | 1749 | R/R | |
Torpedo (curved) (Also used on earlier standard runabout.) | |||
Part # | Factory # | Description | |
3783 | 5218 | L/R | or |
4803B | 5218 | ||
3782 | 5206 | R/R | or |
4802B | 5206 | ||
4881 | ----- | L/R | or 60 tread |
4823B | 2732 | ||
4880 | ----- | R/R | or |
4823C | 2733 | ||
Delivery Car | |||
Part # | Factory # | Description | |
4414 | 5212 | L/R | or |
4803C | 5212 | ||
4413 | 5209 | R/R | or |
4802C | 5209 | ||
Part # | Factory # | Description | |
4801 | 1413B | L/F | Same part number but now with no front bill. |
4800 | 1414B | R/F. | |
4803 | 1415C | L/R | |
4802 | 1416C | R/R | |
4821B | 2743 | L/F | 60 Tread |
4820B | 2742 | R/F | |
4823D | 2740 | L/R | |
4822B | 2741 | R/R | |
Part # | Factory # | Description | |
4801 | 1413C | L/F | |
4800 | 1414C | R/F | |
4803 | 1415C | L/R | |
4802 | 1416C | R/R | |
4821B | 2743 | L/F | 60 Tread |
4820B | 2742 | R/F | |
4823D | 2740 | L/R | |
4822B | 2741 | R/R | |
Similar in style to the late 1914 type; front bill, three rivets now used to secure the front fender iron bracket. Rear fenders were now curved to follow the wheel outline and have no crown. Bracket added between splash apron and rear fender. | |||
Part # | Factory # | Description | |
4801 | 1413C | L/F | With bill. |
4800 | 1414C | R/F | |
4803D | 1415D | L/R | Curved rear fenders. |
4802D | 1416D | R/R | |
4821B | 2743 | L/F | 60 Tread |
4820B | 2742 | R/F | |
4823E | 2759 | L/R | |
4822C | 2758 | R/R | |
Part # | Factory # | Description | |
4803E | 7925 | L/R | |
4802E | 7924 | R/R | |
4823F | 5724 | L/R | 60": Tread |
4822D | 5723 | R/R | |
Touring, Roadster, Sedan and Coupe | |||
Part # | Factory # | Description | |
4801B | 7977 | L/F | |
4800B | 7976 | R/F | |
4803F | 8851 | L/R | |
4802F | 8850 | R/R | |
Fordor Sedans only, 1922-1923 | |||
4803G | 7731 | L/R | |
4802G | 7730 | R/R | |
Touring, Roadster, Tudor, Fordor and Coupe | |||
Part # | Factory # | Description | |
4801C | 7977B | L/F | |
4800C | 7976B | R/F | |
4803F | 8851 | L/R | (Except closed cars) |
4802F | 8850 | R/R | |
4803G | 7731 | L/R | Tudor & Fordor Sedans |
4802G | 7730 | R/R | |
8851B | L/RV Coupe | ||
4802H | 8850B | R/R | |
Beginning in late 1924: similar to 1923 style but bead on front fenders now ran under the splash aprons. Rear fenders made a bit wider; now flared out from the running board. There seems to have been some overlap; both types having been used until about the first of calendar 1925. Coupe and Roadster rear fenders had larger skirts in late 1925. | |||
Part # | Factory # | Description | |
4801C | 7977B | L/F | |
4800C | 7976B | R/F | |
4803F | 8851 | L/R | Except closed cars |
4802F | 8850 | R/R | |
4803G | 7731 | L/R | Tudor and Fordor Sedans |
4802G | 7730 | R/R | |
4803H | 8851B | L/R | Coupe |
4802H | 8850B | R/R | |
Note: In late 1925 production the rear fender aprons on the coupe and roadster were made larger to cover more of the running gear. These two body styles used the same fender. | |||
Completely new design (except for trucks which continued the 1925 style). Painted black regardless of body color. | |||
Part # | Factory # | Description | |
4801D | 40109 | L/F | |
4800D | 40108 | R/F | |
4803J | 40124 | L/R | Touring, Tudor, Fordor |
4802J | 40123 | R/R | |
4803K | 40131 | L/R | Roadster, Coupe |
4802K | 40130 | R/R |
Part # | Factory # | Notes |
----- | 1043 | Early 1909 |
----- | 1044 | Early 1909 |
----- | 1098 | First 800 (2-pedal cars) |
3626 | 1098B | 9/16 x 7-1/4 x 29-5/8 |
3706 | 2610 | 9/16 x 6-5/8 x 26-1/8 |
3626B | 7296 | |
3626C | 4200 | With pedal plate |
3626C2 | 4200BR | With pedal plate, for use with 1926 engine in earlier cars. |
Note: 1915 boards had a notch to clear the bulb horn tube, just to the right of the steering column. While unused by 1916, this notch continued for some time, at least into 1917. | ||
45331X | 45331 | With plate |
First 800 (two-pedal cars) | ||
----- | 1401 | Left half |
----- | 1092 | Right half |
----- | 1402 | Both halves |
3627 | 1402B | 9/16x5-21/32x29-5/8 (1909) |
3707 | 2611 | 9/16 x 5-3/4 x 27-1/4 |
3626B | 7297 | |
3627C | 4201 | With pedal plate |
3627C2 | 4201BR | With pedal plate, for use with 1926 engine in earlier cars. |
45332X | 45332 | With plate |
First 800 (two-pedal cars) | ||
----- | 1404 | |
3628 | 1404B | 9/16 x 11-5/8 x 29-5/8 |
3708 | 2612 | 9/16 x 11-7/16 x 29-3/16 |
3628 | 1404 or 1404B | (Specify size) |
3628B | 7104 | With plate |
45332X | 45332 | With plate |
First 800 (two-pedal cars) | ||
----- | 1403 | |
3629 | 1403B | 9/16 x 3-15/16 x 29-5/8 |
3709 | 2613 | 9/16 x 5-3/8 x 29-9/16 |
3629 | 1403 | Specify size |
3710 | 2629 | 9/16 x 5-3/8 x 30 |
Note: Judging from original cars, it appears that floor boards were often not painted. The author has new old stock front and rear boards which have never been painted, although they may have been coated with some sort of preservative. Owners of original cars find that some are painted black and others are bare. Pedal and brake lever plates were brass until early 1911, at which time they were changed to black-painted steel. |
Style with one-piece spindles. Tie rod above the wishbone,
with integral ball/yoke fitting on right end, and adjustment yoke at the left
end. The locking bolt of the adjustment yoke is at right angles to the steering
arm bolt (was in a horizontal position as installed on the car). The drag link
was threaded at the column end with a fine (20 T.P.I.) thread. No oilers on most
1909 production tie rods, etc. Radius rod ball cap secured with studs and nut in
early 1909, then with a bolt from 1909 until 1913. Drag link and radius rod used
pressed-steel end caps. In November 1909 the front axles were to have the
notches in the yoke removed. These notches were there to provide clearance for
the steering arm, but apparently were not needed.
Similar to 1920 but mounting holes in the radius rod now bored to fit a tapered nut for a tighter grip at the front axle.
Early 1922 Parts Lists show spindles with integral arms (one piece). These were described in a letter to the branches dated February 2, 1922:
Then on another letter, dated May 17, 1922, the following
We have temporarily discontinued the manufacture of
T278D and T279D, spindle assembly right and left. Therefore do not order any
more until you are notified to do so. The above assemblies may be replaced with
the T280 and T281 spindle bodies and the T7715B and T7716B arms.
(T280 and T281 are spindles without the bearing cones, T278
and T279 are the same parts with the bearing cones. The one-piece type were
never used again in a Model T.)
Two tidbits did come out of the front axle releases. First, trademarks in the forgings: one of the most commonly observed trademarks is TW in a diamond or circle. This is Transue & Williams. The second trademark is an H which stands for Herbrand. Technically, the axles produced by these two companies should be distinguishable. In Sept. 1920 Ford introduced a new design axle forging which was straight between the two spring perch bosses. The older design is curved between the two bosses. The older curved design was designated T-202-B1 and was made by Herbrand. Transue & Williams and Ford made the straight design which was designated T-202-B2. (The curved design referred to here is not the same as the late 1926 and 1927 where the middle of the top of the axle is about 1/2 lower, and presents a definite distinguishable curve between the perches, than on older designs.)
The other thing that came out in reviewing the axle drawings relates to the so-called 1927 truck front axle. (That's what some people call it, because it is heavier than the standard T axle.) The most distinguishing feature is the shape of the web outbound from the spring perch to the yoke. The area of this web is much more rectangular in shape. That is, the height of the web area does not diminish or taper down towards the yoke. This is what gives this axle the heavier appearance.
We found a drawing with this style web area between the spring perch boss and the yoke labeled Three-Piece Rolled design. The drawing indicates that the axle was made up out of three distinct pieces which were butt welded together. The drawing indicates that a butt weld was made in about the middle of this web between the spring perch boss and the yoke. This may have been an experimental design, but these have been seen out there in the world. The experimental department was definitely alive and well in 1926 and 1927.
Unfortunately no drawings of this part dated before May 25, 1910 have survived, but it seems as if they are changing from the slotted head design to a hex head design on this date (the 5/25/10 drawing shows a hex head).
On January 3, 1910 the thickness of the head was increased from 5/16 to 7/16, changing the overall length by 1/8. Four days later, on 1/7/10, they changed the thickness of the head back again to 5/16.
On July 11, 1911 they added a 1/8 pipe tap in the head for an oiler, also an 1/8 hole 1 deep, and an 1/8 hole on side of body for oiling purposes. This suggests that before July, 1911, there was a hex head bolt but it wasn't drilled for an oiler.
Things continue pretty much the same until August 27, 1914 when they removed the pipe threads from top end, and called for a boss to be used for oil cap. This cap was of the man-hole type, held with a small spring extending into the bolt.
The boss disappears from the drawings after January 6, 1916, but there is no indication of its removal from the releases.
The only other noteworthy item is that the design changed from an automatic screw machine design to a cold heading design on February 8, 1917. The drilled vertical oil hole was increased to 3/16 This change being made to avoid breakage of drills.
Ford script first appears on one of the flats of the hex on March 19, 1919. The Ford script was moved to the crown of the bolt on June 14, 1919 which allowed the script to be imprinted by the cold-heading die, eliminating the extra step required before.
On August 7, 1919, the head was machined to take the press-in flip-top oiler. This design continued until the end of Model T production.
The tie rod bolts generally followed the design changes of the spindle bolts, changes being made in both at about the same time.
Two weeks later on October 24, 1911 the material was changed again, this time to cast iron with the specification that the cap be tinned. The design didn't change, only the material.
On December 27, 1911 Galamb wrote Re-designed so that it can be used in connection with a filler gauge. No drawing with this date survives, furthermore, there is nothing in later entries indicating that the engineers should change the design back. Another mystery.
On February 3, 1912 the material changed again. This time from cast iron to aluminum. Same design, just a different material.
On February 21, 1912 they added a 1/16 bevel on the lower end of the cap to make it easier to screw into the threads of the tank.
On December 27, 1912 they changed the design slightly to make the cap a die casting where formerly it had been just a regular casting. The material was still aluminum.
On February 18, 1913 they changed it back to a regular casting, the material to remain aluminum.
On April 17, 1914 they moved the vent hole in the cap from the center to 15/32 from the center. (for convenience in manufacturing).
A big change came on November 2, 1915. The material was changed back to cast iron and the engineers specified that the cap was to be Raven Finished, except on the bottom of the cap.
Rust appears to have been a problem on these caps. The factory specified that the cap was to be machined in sal-soda solution which would counteract the action of the acid used in Raven Finish and which rusted the caps very quickly.
On December 20, 1916 specified use on 1917 cars, except sedan.
On January 17, 1918 the cap was redesigned, changing from cast iron design to a die casting. The new design was hollow at the point where the grip meets the rim of the cap.
On January 20, 1920 the flange of the cap was specified to be shaped at an angle of 20 degrees up from the horizontal instead of being flat. This was to improve the seal between the cap and the flange.
A strange entry appears on September 22, 1920. Coupe body, one required with cloth trimming.
On October 12, 1920 the note was changed from Coupe body, one required with cloth trimming, to 1921 Coupe body having gasoline tank in deck. This change was made in as much as change in trimming will not take effect together with the change in gasoline tank.
On March 28, 1924 the name FORD in script and the manufacturers trademark was added on one side of the grip. (as nearly as we can tell, the cap was always made by outside suppliers).
On February 6, 1925 the old style cap was replaced with the later domed style having the grip extend over and out past the edges of the rim. This cap was now an assembly instead of a single piece. The assembly included the cap body, T-1313, the bottom which was pressed into place, T-1302 and the gasket, T-1306. So far as we can determine from the surviving drawings, this cap did not have the word FORD in script on it.
On January 9, 1911 the material was changed from brass to malleable iron the finish was changed from polished (brass) to blue enamel.
On January 19, 1911 the 1/16 vent hole was removed from the side of the cap as well as the 3/16 hole (?) and a boss was added in the center of the cap for a 1/16 vent hole.
On October 24, 1911 the material was changed from malleable iron to cast iron. The release specifies that the cap was to be used on both the open runabout and torpedo.
On February 3, 1912 the material was changed again, this time from cast iron to aluminum. There may also have been some slight change in the shape of the cap on this date as well because the release describes some changes in thickness of the cap and the radius on the handles.
Although not used after 1912, the cap was not considered obsolete until December 5, 1921.
From the releases for the brass era hood assembly, T-1300.
On Aug. 17, 1911: Removed rivets holding leather strips in place, and submitted V punch in its place, shown on drawing.
Apparently they experimented with a steel hood during the summer of 1913. On June 20, 1913 Galamb wrote: Have redesigned this hood, changing material from aluminum to CR Steel... Removed hinge flanges and rivets for same, also removed hood gasket retainers, specifying gaskets to be attached to hood by split rivets after hood is enameled. Have also shown the hood handle fastened to hood by six rivets instead of four.
Five weeks later on July 28, 1913 Galamb wrote again: Have changed the drawing to show the aluminum design of hood which was specified before the change to CR Steel design—by showing gaskets as made of leather instead of cotton, and held to the hood by retaining strips instead of split rivets. Have also brought drawing up to date with the hoods as they have been and are now being made by dividing the rear joint on the side hinges, making one lug .75 long on the top blanks, and one lug 1-7/16 long on the side blank. Have also changed the hood by dividing the rear joint in the center hinge, making one lug 7/8 long on the top blank left, and one lug 1-7/16 long on the top blank-right. This change was made to keep the rear end of the top blank-left from being bent, and have so notified the Alum. Co. of America.
The next change is dated Jan. 26, 1914 and is interesting not so much for the change itself, but for Degner's explanation for the reason for the change. Added dimensions specifying distance between the tops and sides at the ends of side hinges to be 3/64–1/16. Also added dimension specifying the distance between the outside of metal which is wrapped around the center hinge rod and the bottom of notch in opposite side to be 1/64–1/32. The first part of change was made because the people who make these hoods are inclined to be careless about providing clearance between the edges of tops and sides of hoods at the ends of side hinges, consequently sometimes the side hinges do not work as freely as they should. The second change was made because when the clearance in the center hinge is not sufficient the sharp edges of the metal scrape the paint off the side of the hinge, when opening and shutting.
The hood was redesigned in Oct. 1914 for the 1915 models. On Oct. 14, 1914 Galamb wrote: Called for six louvers in each side and specified this hood to be used on 1915 cars. On Oct. 21, 1914 he added: added two reinforcements on each side at bottom. Distance between reinforcements to be 17-5/8, and the distance between the front end of hood and the front reinforcement to be 1-9/16. These reinforcements are to be incorporated in the hood at once.
The next change took place on July 21, 1915. Called for head at front end. Changed material from aluminum to full cold rolled open hearth steel. Brought drawing up to date with hoods as they are being made by specifying the pad at rear end to come flush with rear end of hood instead of projecting 1/16. These changes affect only the hoods which are being made on the outside at the present time.
Four days later, on July 24, 1915 Galamb wrote: We have called for a 3/32x3/64 groove located 1 from front end of hood hinge rod center, and added note specifying the metal in hood panel to be punched into this groove. This change was made to prevent the hood hinge rod from sliding out of the hoods, and is to be incorporated at once in the steel hoods which are being made outside at the present time.
The releases change this part's status to For Repairs Only on September 20, 1916.
On June 27, 1911 the clip was redesigned. Galamb wrote Have made two hooks for clamping Hood instead of one, making one on each side. Also changed distance between the center of ring to end of shank, from 3-3/16 to 3-1/16, also changed section of ring, from .25 diameter to elliptical section .25 to 5/32, also note that bottom of Hooks are flat instead of round.
The design was modified two days later on June 29, 1911 by Howard who wrote: Changed width of Ring from .25 straight to 3/8 at top, tapering .25 at bottom, also changed width of hooks, from .25 to 5/16, also changed thickness at top of Ring from 5.32 to 1/8.
No other change in the design seems to have occurred for almost five years. Then on May 18, 1916 Martin wrote Changed name from hood clip, and material from drop forging to cast iron head, with steel stem cast in place. This obsoletes the forging.
The next entry on the card reads Specified for repairs only, authorized by Purdie. This is a typo error since the release card shows that the part was used through the end of 1926. Furthermore James Purdie was in the magneto and experimental departments. Hood hooks would have been well outside of his area of responsibility.
On April 16, 1917 a T-1310 Exp. Mfg. Design was introduced. This appears to have been the stamped steel style of clip. The note reads Production at first to be small, and gradually increased until this design of hood clip will replace the present design.
Three months later on July 26, 1917 Gregory wrote: Redesigned, showing the stamping design which has been manufactured experimentally, and is now adopted permanently. This part replaces T-7993 and T7596 (the stem and head casting of the previous design).
On Dec. 4, 1917 the clip was redesigned again, bringing the drawings up to date with clips as they are being made.
Essentially, the hooks remained the same until they were discontinued on Dec. 2, 1926 and replaced with a new design.
On June 11, 1913 Galamb wrote: Redesigned and changed material from pressed steel to aluminum casting. A few days later on June 30, 1913 the number of rivet holes was changed from six to four.
The pressed steel handle was again adopted on July 13, 1915.
On Jan. 19, 1917 Galamb again played catch up by writing: Redesigned, bringing the drawing up to date with the handles as they are being made.