Part # | Factory # | Description |
----- | 553 | Kingston 5-ball, no choke |
4100 | 553 | Kingston. Same as above. The factory number was shown as T553A on the April 6, 1909 blueprint. |
----- | ----- | Buffalo, used until about June |
4100 | 553 | Kingston. With choke in hot air pipe to front of exhaust manifold. |
----- | ----- | Buffalo. Used from November 1909 until about March 1910 |
4150 | ----- | Holley. (1910 Holley) Both pot metal and bronze castings. With choke in hot air pipe to front of exhaust manifold. |
4100 | 553 | Kingston, same as 1910 |
4500 | ----- | Holley. An oddly-shaped model with a single air valve located in a cylindrical housing at the rear of the upper casting. Air intake similar to the 1910 model (at the bottom). |
4550 | 553 | Holley H-1. Two-screw top cover plate. Early versions had a built-in clamp for the hot air stove. The clamp was eliminated in later production 1911. |
----- | ----- | Kingston Six-Ball used in limited numbers. |
4550 | 553 | Holley H-1 (Same as late 1911). Later versions had three screws on the top cover plate, and came with and without the hot air pipe clamp at the intake. The 1913 Model S may have appeared in later 1912 production. |
4400 | 553D | Kingston Y (Four-ball).Adopted March 3, 1913 on blueprint. |
4450 | 553D | Holley S Two-screw top cover plate. Choke shaft was vertical with lever on the top of the air inlet. |
4400 | 553D | Kingston Y Same as 1913 Kingston |
4450 | 553D | Holley G Three-screw top cover plate. 1914 production had Pats. Pend cast in the brass cover plate. |
6100 | 553E | Kingston L Bronze casting. Fuel inlet at the bottom of the float bowl. Air valve hinge pin cover on side away from the engine. |
6100 | 553E | Kingston L2 Bronze casting. Steel float bowl. Fuel inlet was now at the side of the body where the hinge pin cover was on the model L. The hinge pin cover screw was moved to the engine side of the body. |
6040 | 553D | Holley G
Three-screw top cover plate. Most production had Pat. Dec. 22, 1914 cast in
the cover plate. NOTE: Factory blueprints show the Kingston L as L1, and the Holley G both as f/n T553A. |
6100 | 553E | Kingston L2. Double choke arm after 1918. |
6040 | 553E | Holley G |
6040 | 553A2 | Holley G Brass casting until about 1919, then cast iron, including the cover plate. Minor modifications over the years. The iron models had an extended choke arm for the choke pull rod used in the starter cars, and the word Detroit no longer was cast in the cover plate. |
6150 | 553A1 | Kingston L4 Adopted January 13, 1922. Early versions had a bronze body and a rather rounded float bowl. Later versions were cast iron. |
6200 | 553A3 | Holley NH
Off-center fuel drain. Early design used cork float and had a brass vent screw. The
air passage was larger and more direct than in the later models. The later design
had a dip in the air passage, a simple vent hole under the brass
nameplate, and a brass float. The Ford F, which was built under license from Holley, was introduced in late 1920. The Ford unit had the later venturi design, while the Holley used the straight-through type. Both types were used in production. |
6150 | 553A1 | Kingston L4 On May 26, 1923 the brass float was adopted for the L4. Around 1924 the L4 was given a new float bowl with a more cylindrical appearance (the bottom corners were squarer) and a larger retaining nut. |
6200B | 553A4 | Holley NH
Center fuel drain. This carburetor was also made by Ford, under license from Holley and with
the Ford name on the plate. The Ford F was now labeled NH. NOTE: In 1925 the choke levers on both the Kingston and Holley were stamped with the two arms offset from each other to prevent interference between the dash choke rod and the radiator pull rod. |
6150B | 553B1 | Kingston L4 With U-joint needle valve. |
6200C | 553B2 | Holley NH With U-joint needle valve. |
6250 | 2201S | Holley Vaporizer (Limited number of cars in 1925) |
6250 | 2201S | Holley Vaporizer. Standard in 1927 models. Also made by Ford, under license. These units came with varying nameplates but were otherwise alike. |
----- | ----- | Kingston Regenerator (Limited use, in 1927) |
Made of 1/8-inch steel, side rails had riveted reinforcing plates inside the channel. Otherwise similar to regular 1909 production. Painted body color.
There were more changes to the first 2500 Model T frames than we thought.
Model T frames have a front corner or more correctly, Frame Front End Spacer. This is the piece that is riveted to the top edge of the frame rail in two places under the radiator, extends down and covers the U-shape of the frame rail and then on to the front cross member where it is riveted in place directly below the frame rail and another a bit further down the front cross member. This was not the original design on the first 2500 cars.
The original design called for a T-319 Front end spacer (right) and T-318 (left) that was nothing more than a piece of 1/8 inch steel bent into an L shape. It attached with two rivets—one at the top of the side rail under the radiator and one on the front cross member. The original drawing is dated January 3, 1908. Interestingly, it is marked (faintly) obsolete October 14, 1908. Similarly its replacement’s drawing, T-319B, is marked as being adopted on October 13, 1908. I have checked through all of my pictures showing the front cross members of 2500 era cars and ALL of them show the later T-319-B front end spacer EXCEPT one. That is the picture of a Model T at the Piquette plant after its return from a trip with Henry Ford in late September and early October 1908. This picture shows the earlier T-319 style front end spacers and they are really quite clear.
It looks to me that shortly after Henry Ford returned from the hunting trip in 1908 they decided that they needed to beef up the joint between the front cross member and the frame side rails. So they redesigned the T-319 and modified the roughly 2500 frames sitting in the yard at Piquette to use the new design. So not only did they add the fishplates (inside reinforcements) to the frame rails, they also changed these front end spacers. Apparently they had to do a lot of modifications to make the first 2500 frames useable!
Part # | Factory # | Description |
N1520 | ----- | Heinze. Pre-production 1909 with terminals on the bottom of the box. This was the same box that was used on the later Model S Fords. Part number is an N-R-S number. This box was discontinued before car number 1. |
4200 | ----- | Kingston. Used 4215 coils. Rear terminals. |
4250 | ----- | Jacobson-Brandow. Used 4256
coils. Note: Ford parts books show the name as Jacobson-Brandon but the actual name was Jacobson-Brandow. |
4660 | ----- | Kingston. Used 4238 or 4713 coils, 2-9/16 x 2-5/16 x 5-3/4 |
4250 | ----- | Jacobson-Brandow. Used 4256 coils |
4600 | ----- | Heinze. First used in 1911. Used 4611 coils 2-5/16 x 3-1/16 x 5 |
4660 | ----- | Kingston. (Few used. May have been superseded by 4675 in 1912.) Used 4713 coils, 2-9/16 x 2-5/16 x 5-3/4 |
4675 | 1383 | Kingston |
4600 | ----- | Heinze |
----- | ----- | Jacobson-Brandow. Not cataloged. Smaller than 1911 type. |
4706 | 1383 | Kingston. Used 4713 coils, 5-3/4 x 2-9/16 x 2-5/16 |
4600 | ----- | Heinze. Used 4611 coils, 5 x 3-1/16 x 2-5/16 |
----- | ----- | K-W. Used 4681 coils, 5-3/8 x 3-1/4 x 2-1/4. This was a wooden box and the coils had the contacts in a different location from the later types. |
4725 | 1383 | K-W and Ford. Metal box, non-sloping lid. Individual coils supplied by K-W, Heinze, and Ford. Used 4732 or 5007 standard-size coils, 5 x 3-1/2 x 2- 1/8 |
4725 | 1383 | Ford. Same as 1913 Ford/K-W box. Used standard Ford brass-top coils, 5 x 3-1/2 x 2-1/8 supplied by K-W, Heinze or Ford. Switch cover was brass with black background. |
4725 | 1383 | Ford. Sloping lid. Lid was one-piece in 1915 and 1916 but was changed to assembled type
in late 1916. The switch had a brass escutcheon plate as on the 1914 but was changed to a
plain black steel cover with no plate by 1916. The steel cover was stamped
Mag-Off-Bat. Coils are the brass-topped K-W type, used from 1914 until about 1917. About 1917 Ford began using coils with plastic (actually a wheat gluten with an asbestos binder) cases (in addition to the wooden type) but these were apparently discontinued during 1918. The wooden-cased coils, now without the metal tops, were used thereafter. |
4725 | 1383 | Ford. Non-starter cars. The same as in 1918. |
4725B | ----- | Ford. Starter cars (no switch on box). |
5000 | 1383 | Ford. Same as 4725, non-starter cars. |
5001 | 1383B | Ford. Same as 4725B, starter cars. |
5001 | 1383B | Ford. All cars (switch was on dashboard) |
5001B | 1383C | Ford. Mounted on the engine, except for early 1926 TT trucks. |
K-W became the major supplier in 1913. The early K-W coil was 5-3/8 x 3-1/4 x 2-1/4 with the location of the contacts lower on the side, and the bottom located near the rear of the box. The top was a flat sheet of brass held to be box with six round-head brass screws. These coils used the standard vibrator components.
Sometime in early calendar 1913 the box was redesigned to the standard (5 x 3-1/2 x 2-1/8) size with the contacts in the standard location. These coils were made by K-W and Ford. The two sides were flat pieces of wood, glued on one side, and nailed with ten brads on the other. The brass top was held with six screws. The hardware on the top was all brass.
3-20-15
The location of the nails used to hold the cover to the box
was rearranged, changing the number required from ten to eight.
5-14-15
Removed two center holes for the vibrator base (the brass
top) screws., changing the number required from six to four.
11-29-15
Removed notes specifying the stationary side of the box to be
glued in place, and the cover to be held in place with eight nails. Also
specified the stationary side of the box to be tongue and grooved in place; the
cover to be tongue and grooved on one end and two sides and to be secured with
two nails at the lower end. The nails carried the factory number of T6744.
7-26-16
Removed experimental note from Machine and Die
Casting Drawings for the composition coil unit boxes.
12-19-16
Design changes in the composition boxes. (The factory
drawings are incomplete and do not indicate the nature of the changes.) Note:
both wood and composition boxes were in production at the same time.
6-2-17
Wooden design. Removed holes for vibrator base screws and
connecting wires from the top. Called for holes in the top for the vibrator and
adjusting bolt, and four holes for vibrator bolts, short and long. The brass top
is no longer used. The vibrator parts are now mounted directly on the
black-painted top wood. The various screws and nuts are now steel.
3-2-18
Discontinued the composition coil boxes.
1919
The name Ford is now burned in to the side of the
box. The design of the vibrator is changed, eliminating the grub
screw in the mounting bracket. The vibrator spring contact is still held with
two screws.
1923
The construction of the wood box is simplified. The
tongue-and-groves are now larger (fewer in number).
2-28-23
Specified the name Ford in script to be placed on
the edge of the piece that forms the top of the box; letters to be rolled in.
1924
The vibrator components are again revised; the vibrator
spring is now riveted to the mounting base.
Primary | 212 turns | |
Secondary | 16,600 turns | |
Ratio of windings | 78 to 1 | |
DC resistance | Primary | .295 ohms |
Secondary | 3300 ohms | |
Inductance | Primary | .0033 henrys (secondary open) |
.0006 henrys (secondary shorted) | ||
Secondary | 22 henrys (primary open) | |
11.3 henrys (primary shorted) | ||
Impedance at 133 cycles (25 mph) | Primary | 2.77 ohms (secondary open) |
.580 ohms (secondary shorted) | ||
Secondary | 18.700 ohms (primary open) | |
9.960 ohms (primary shorted) | ||
Capacitor | .40 -.45 mfd |
Two piece with L shaped adjuster, threaded on, at carburetor end.
1915-1927
Adjuster eliminated, rod now just a bent piece.
1919-1925
Knob was aluminum casting on steel rod.
Late 1925-1927
Aluminum knob which now turned to adjust the needle valve. A
sliding sleeve arrangement closed the choke when the knob was pulled.
8-2-11
Adopted. Made of 3/32 copper wire. Finger loop is just a bent circle
1-3/16 OD with end butted against itself
1-25-12
Changed length overall from 28-15/16 to 29
3-22-12
Twist added on loop to prevent the loop from opening. Length increased to 29-1/2
4-10-12
Changed the distance from the center of the carburetor hook to the bottom
of the eye from 25-3/4 to 24-7/8. Overall length increased from 29-1/2 to
29-58
5-20-12
Specified to be used to replace T2354 as priming rod for Holley and
Kingston carburetors after rebending to fit.
3-7-13
Called for 1/4 offset at carburetor end. Brought drawing up to date
by changing the diameter of the ring from 1-3/16 to 1-1/16 and the material
from C.R. steel to basic wire (copper plated)
5-3/13
Changed length from 29-5/8 to 29-7/8
12-27-13
Changed length from 29-5/8 to 29-7/8
12-27-13
Changed length from 29-7/8 to 30-1/8
3-28-14
Changed material from basic wire (copper plated) to coppered soft Bessemer
wire.
8-17-16
Specified to be raven finished instead of copper plated
4-21-19
Changed name from carburetor shutter rod to priming rod
10-8-20
Changed material from soft Bessemer wire to CD Bright Bessemer wire (soft)
5-23-25
Specified material to be #1 Bessemer
7-23-26
Specified black enamel instead of raven finish
8-13-26
Changed material from cold drawn bright wire, Bessemer #1 (soft) to cold
drawn wire, low carbon, open hearth.
7-23-26
Specified black enamel instead of raven finish
8-13-26
Changed from old drawn bright wire, Bessemer #1 (soft) to Cold drawn Wire,
low carbon, open hearth
10-28-26
Changed name from Priming Rod (to Choke Rod) and specified for 1927
1920-1927
Swivel eliminated; now just a plain rod, bent to fit. (Both
types were used in 1920-21.)
7-17-11
Adopted for 1912. Handles to be brass plated and polished
5-20-12
Redesigned. Rubber knobs are removed and handles flattened and knurled.
9-27-12
Knurling removed and the handle is smooth.
9-18-15
Redesigned handles, now rounded. Still brass plated.
10-28-16
Dimensions (diameter) of rod stock now the same as valve stems so that the
same stock could be used for either part.
7-14-16
Redesigned again. Copper and nickel plated and polished, for use on 1917 cars.
5-5-19
Specified to be zinc plated and polished.
7-27-26
Changed finish from zinc plate to nickel plate.
3-23-26
Added one-half inch to the top end, changing the distance from the bend
from 3-3/4 to 4-1/4
The part was originally a brass casting with a round four- screw base until September 22, 1910 when the part was changed to an elliptical based brass casting with two-screw mounting. On June 28, 1911 the part was changed from brass to cast iron and was to be polished and enameled. On July 27, 1911 (only 1 month later) it was changed again to a pressed steel stamping that was black enameled and made from hood support scrap.
There is no release data from late 1911 until 1916 but a note from a drawing on November 20, 1916 shows this part to be a flat oval plate (a true ellipse at this time), 16 gauge, black enameled and made from hood support scrap. On October 3, 1916 the plate was made from fender scrap.
The part remained black enameled until September 15, 1917 when the finish was changed to raven finish. At this same time the part was no longer a simple flat oval plate (16 gauge) but was made from 20 gauge material and had a formed raised edge to appear thicker. The change of material and a few small dimensional changes were not mentioned in this release info but a careful study of the drawings shows the dimension changes. The part remained unchanged substantially after that.
There were no further changes in the Releases after January 26, 1923 but the replacement part T-1357-R shows that on July 23, 1926 there was a change and the drawing for that date says the part is black enamel again.
This part was only used on cars with a wooden firewall (1909-early 1923.) The metal firewall, introduced in early 1923, eliminated the need for this escutcheon.
A wooden handle has been seen on a seemingly original two-lever '09, but this may have been a replacement part. Ford blueprints indicate the handle as being hard rubber, the same part as was used in the N-R-S models. The forged starting ratchet was riveted in place.
Handle was hard rubber, secured with a long bolt. The starting ratchet was still riveted in place but was now made of pressed steel.
(Ford records indicate the change to the aluminum handle in January 1912 but seemingly original 1911-style cars have the aluminum handle.)
Part # | Factory # | Description |
----- | T153 | Babbitt pinion bearing. (No separate pinion bearing spool.) U-joint housing is a separate part, bolted to the front end of the driveshaft housing. |
2533 | T153B | After car 2500 the housing was modified; had a larger and stronger flange, and modifications to the housing itself. |
Part # | Factory # | Description |
2582 | T153C | After 18,000. Roller pinion bearing with cast-iron bearing spool, held with studs and nuts. Drilled for 3/8 studs. (March 17) |
Part # | Factory # | Description |
2582 | T153D | Similar to 1910 but now drilled for 13/32 studs. |
Part # | Factory # | Description |
2582 | T153D | The U-joint housing is now integral with the driveshaft housing, eliminating the separate part used since early 1910. |
Part # | Factory # | Description |
2582 | T153D | A forged pinion bearing spool with exposed mounting bolts (instead of studs) and which does not require the separate bearing sleeve used before. The rear flange was modified for new pinion bearing spool. A new pinion thrust bearing (T185B) also appeared, replacing the more complex assembly (T185) used earlier. |