MTFCA Forum

Things I know and things I don't know (way more of the latter) from the blueprints/drawings at Benson Library of the Ford "M" racer drawings. I welcome any information or theories about mechanical drawings in general, and these in particular.

First, engine sizes and specs. The blueprints I've found at Benson Library are incomplete. Hopefully there are others in with "T" drawings or yet undiscovered.

Questions I have in general include, when are drawings made? Are they drawn prior to a part/component being made, or after a part is tried/hand made? Unfortunatley, only three or four of the "M" drawings are dated. And those that are dated are wire wheel parts. They are dated 1914, long after the Ford Special racers were built and raced. The 1914 wheel drawings appear to be spoke changes, and I am guessing involve widening the rim. My next guess along these lines are that the 1914 spoke drawings are possibly for improvements on the wire wheel, and were used on Edsel's speedster(s). Something for another thread possibly.

Now, Ford Special motor components/parts. These drawings are courtesy of The Henry Ford, and all rights apply.

First, this piston drawing has a maximum OD of 4.74", matching the 189 cubic inch racer used in the 1911 Alonquin Hill Climb. It's labeled Model -M-:
The next is a head gasket. It appears the bore size may be 3 1/16th. At least, that is the diameter of the gasket bore opening. What i don't know is, would the head gasket be the same size as the bore, or slightly larger? Either way, this is a smaller bore than the Model T possesses.
The next drawing (rough) is for a Model M-III (the M-III isnt' shown on this photo, but was just off screen on the drawing negative). I believe this gasket is for my motor which is now bored to 4.5"
Next, Model M piston ring. It shows a "grinding size" of 4.75" OD. What i don't know is if grinding size equates to cylinder bore, or if it would be a bit larger or smaller than bore?
Next, what I believe is the piston drawing for the 410 cubic inch "big racer" that won the 1912 Alongquin Hill Climb. It's labeled Model ?. There is a tear exactly where the negatives add Roman numerals between I and IV. It looks like there is a mark right at the tear if you look closely. This piston size (unfortunately the drawing photograph is reversed) is 4.865".
More to follow.

Next, an "M-III" pan drawing. The measurements are the same as our racer. This is one reason I believe "M-III" corresponds to our racer:
M-I piston ring. This ring corresponds with the 4.865" piston shown earlier. This leads me to believe "M-I," even though the last racer built (the V-radiator racer at THF), has a roman numeral 1 assigned. Does this mean the drawings were completed, or at least labeled, after they were all built?
Just when I think it all makes sense, more confusion. On to "steering gear post." This is the M-III steering post shaft. The measurement is about equal to where we believe our steering wheel should be located (we are recreating our racer chassis from the Frank Kulick racer photo that first appeared in early June, 1911).
Here's where it gets "murkier." This steering gear post, at 68 1/2 inches, should be labeled M-I if my theory holds up about labels corresponding to racers. However, it's labeled M-II. It is the same length as the steering column in the v radiator 410 cu. in. racer at THF.
I'm confused.........

"The next drawing (rough) is for a Model M-III (the M-III isn't shown on this photo, but was just off screen on the drawing negative). I believe this gasket is for my motor which is now bored to 4.5""

Rob, I think that drawing is of the combustion chamber, not a gasket. It has an overall profile and cross-sectional cuts.

Thanks Mark! That makes sense (and fits the drawing better). Anyone know anything from this drawing about the combustion chamber on these motors? Is this similar to a high compression head? Photo of the head and original piston:

Some really interesting stuff!
A few minor comments:
"High compression" is of course a relative term. Many factors come into play. The size and shape of the head's combustion dome is one of them. These cars were built before significant developments were made in the shaping of the combustion chamber in total. How close the piston travel is to reaching the top of the cylinder is another factor ('20s Chevrolet for example had a flat head surface and the piston reached to about an inch below the top of the cylinder). I would imagine that your "M" model has a piston travel that just tops out barely above the top of the cylinder like an early model T (how many here are familiar with the early "curved top" pistons?). It would appear that based upon the normal standards of the day, that would be a rather high compression, albeit without the shaping developed later. It should be noted here that the generally accredited developer of combustion dome shaping was none other than Harry Ricardo, manufacturer of the Ricardo heads for model T Fords! The Haibe and Giant Power heads were licensed knockoffs, but also his design. For many years, other automobile manufacturers had to pay royalties to Harry Ricardo to use his dome designs. Chrysler's famous "red heads" in the mid '20s were among the first American marques to do so, and helped establish the new name and former Maxwell as an industry leader.

(Was that a rather wordy "minor comment"?)

The head gasket does need to be cut and formed larger than the bore to allow the gasket to squish and not be hit by a top reaching piston, or burned even by the burning gasses of a lower reaching piston.

I find those rings very interesting indeed. I do not know whether I could find them easily or not? However, I have a bunch of very old genuine new-old-stock piston rings, most of which I have no idea what they fit. Among them, are a few rings (maybe sets?) of rings tapered in that way. I think I may also have a few used such rings that I took out of an early T engine?

Thank you for the interesting info Wayne. I had not noticed the tapered rings before. Interesting. Evidently Ford designers felt they provided an advantage.

Rob,

So Don Quixote rides again? Yahoo!

There are not enough column inches for me to offer comment on ALL your questions. You have the email addy somewhere still?

Here’s one to help corral the basic question. You may need the help of a curator, or a “fellow” allowed in the back room.

Is the original of the drawings on brown paper, or, on onion skin, or, on white vellum, or, a bluish linen? After answering that for each, what media was used...lead, both hard or soft, or, ink? From there I could offer a valid opinion as to both your question, and, what they thought of the project at the time.

George, my email is robheyen1atgmail.com

I don't know the answers to your questions, the drawings are on microfilm at Benson Library. I don't know if original paper or other medium exist.

A few more that help identify the racers by drawing letter/numeral.

This drawing is obviously for the existing 410 cubic inch racer. It is a double radiator connection for the V-radiator, and labeled "M-II;"
This is the gas tank support for an "M-I" racer:
This is the tank support for the 410 cu. in. radiator. It has a curve at the rear to accommodate the longer, raised frame that was used to lower the racer, and is also labeled "M-II:"
This print is significant because it lists the waterpump body as both M-III (our motor?) and a "3 13/16" motor. I believe that is the bore size of the motor/racer sent to France, to stay under the 3 liter size needed for the Grand Prix of Bourlogne, the racer was ultimately denied entry due to being underweight and non-stock:
Initially i thought "M" might be parts that were interchangeable between motors/racers M-I through M-IV. However, there are a few drawings listed as "M" that seem to be too specific to be generic racer parts. Also, I suspect a complete set of drawings existed for each racer, regardless if a part or component were interchangeable. We also know there was the "3 13/16" racer, giving us the probability of six motors/racers, "M," "M-I," "II," "III," "IV" and "3 13/16."

Much to learn........

You posted two wood gas tank support prints. Both of them for modified frames (not straight).

The second print above is the "Gas Tank Support Block" (an elliptical tank) for the 410 racer pictured below in Ford Times. It also looks like the tank/mount on the "existing" racer that Ford has I have seen posted before.

The next "Gasoline Tank Support" (a round tank) is for another different frame. Different radius at the bend.

The photo of Frank Kulich driving at Algonquin in 1911 is a straight frame racer. It might have been one of the "stripped" racers but wouldn't have used either of the above tank mounts.

Does anyone know if that existing racer at Ford is the same car Frank Kulick was photographed in for the Ford Times?
There were actually six "Blitzen Benz" race cars that looked alike and apparently two of them still exist!

This is an interesting thread!

A few more drawings with different dimensions, valves and cam lobes: