Anyone have this problem ?
I've never had a valve retainer get stuck to my steering shaft bracket.
The right part is not recessed for the timer linkage
Please explain the problem.
One picture is not always worth 1,000 words.
The later brackets only have one bushing in them at the bottom. It also look to be a truck bracket. The TT used a cap and felt seal that was slid on the shaft.
I always enjoy your postings from your travels. Thank you for being such a great ambassador for our hobby and clubs.
Some of us are not quite sure what you are asking. If we were there with you looking at the part and could just ask a few questions like:
Do both of the castings you show have the number T932C as shown below? The first one was taken by Jay Stutzman and was published in the “Vintage Ford.” Bruce identified it as a 1926-27 for the Touring, Roadster, Coupe, and Tudor.
Above is the same casting number but from an e-bay advertisement a while back.
Note that even between those two castings with the same number cast into them they vary a little. The upper one appears to have the spark hole end even with the steering shaft hole while the bottom one appears to have the spark control rod hole end a little sooner. At least it looks that way to me in those photos. Again, if we had the part to hold and look at from different angles it would be a lot easier to figure out.
If they both have the T932C cast into them and if they were both supplied by Ford originally, I do not think you have a problem. Instead I believe you have a slight variation in the part. That might be due to different suppliers or possible due to Ford changing it just a little to save some money. For example as Mark pointed out above the “improved cars” only used a single bushing rather than the two bushing 1909-1925 models used in that part. Ford saved a few cents per car. [ Caution thread drift: There is a letter in the Benson Ford Archives where the Ford representative visited one of the body companies. They pointed out that the body company was using three rivets to hold a certain panel to another panel. They analyzed it and directed the body company to stop using three rivets and begin using only two rivets to hold the panels together. And the letter went on to say that since it was done on both sides of the body that was a savings of two rivets per body. They expected to see a reduction in the price of the next billing for bodies based on that savings of two rivets per body.]
Again, the key point is the bracket should have the T932C on it “IF” you plan to use it with a 1926-27 Touring, Roadster, Coupe, or Tudor. There is also a chance that Ford redesigned the spark control rod end at the same time the change in the bracket was made. But I do not see any notes saying a different spark control rod end would be needed. For many newer parts that could be used on the older T but that also required additional matching parts the Price List of Parts would often mention what other parts would have to be upgraded. For example it says Substitute 2733B with spring perches for part 2733. That would be replacing the above the axle wishbone with the below the axle wishbone but also replacing the older style spring perches with the newer style spring perches. That is from the Aug 5, 1928 “Price List of Parts.” “
If that answers the wrong question – please restate your question again using some additional descriptions and we will try to do better.
Again, thank you for being such a great ambassador for our hobby.
Hap l9l5 cut off
The truck is marked TT932, totally different animal. KB
I think you hit on what Dean was getting at. The difference as to when the hole for the spark rod ends in the casting. I think if the part #'s match up, either part may be used for the 26-7 car application as long as it is not used on the Fordor. That part has a slightly steeper angle due to the higher front seat in the Fordor.