|JAN||Factory Letter, Ford Archives|
|T-213 front spindle tie rod tubing modified after 15,000.
(T-213 is the tubing part of T-2717 (T-268) tie rod.)|
T-1410C running boards used after 15,000. (Not listed in any parts books; this must have been the 1910 style with the interrupted rib design.)
|JAN 11||Acc. 575, Ford Archives|
|T536C magneto magnet in production.|
|JAN 18||Acc. 575, Ford Archives|
|Model T Ford tools listed:|
T1931 Valve grinding brace handle, 2 reqd. Later described as "Brace handle (small).
T1932 Valve grinding brace
T1936 Cam gear puller yoke
T1937 Cam gear puller screw
T1939 Cam gear puller assembly
T1953 Disk drum puller yoke
T1955 Disk drum puller screw
T1954 Disk drum puller assembly
T2318 3/8 T socket wrench, short
T2319 T screwdriver for camshaft screw
T2320 3/8 T socket wrench, long
T2321 L wrench for crankshaft bearing bolt
T2322 3/8 L socket wrench
T2323 3/8 open end wrench
T2324 Connecting rod clamp screw wrench
T2325 Crank turning bar
T2326 Brace socket wrench handle, 2 reqd. Later described as "Brace handle (large)
T2327 3/8 Brace socket wrench, short
T2328 3/8 brace socket wrench, long
T2329 Crank turning bar pin, 2 reqd.
T2330 Brace socket wrench handle pin, 2 reqd. Later described as "Brace handle pin (long)
T2331 Piston ring squeezer
T2332 Magnet screw brace screwdriver
T2333 Large cam gear lock nut wrench
T2334 Valve grinding brace handle, 2 reqd. Later described as Brace handle pin (short)
T2335 Cylinder head bolt L socket wrench
T2336 Flywheel cap screw wrench
The above tools proposed to be supplied to branch managers.
|JAN 20||Acc. 575, Ford Archives|
|T400C cylinder block. "Changed the crankshaft
bearings from die cast babbitt to poured babbitt." (Earlier they had used poured
babbitt but went to the die cast type. Apparently the die cast wasn’t too
successful.). The cast bearings were T657, T658, and T659 (front, center, and
|JAN 27||Acc. 575, Ford Archives|
|T536B magnet used on 18,000 cars after the first 2500.|
T535B, 537A, 538A 540, 541 magnet support parts, T701A flywheel and T562A magneto assembly used on the first 20,500 cars. T535C magnet support, T536C magnet, 537B bolt, 538B spool used after the first 20,500.
|FEB 1||Ford Times|
|Prices for bodies only: Coupe, $300. Town Car, $450.
Runabout, $75. Touring, $125. Much emphasis on the interchangeability of bodies.|
Ads show Coupe and price of an extra body, "Two cars for the price of one."
|FEB 1||Shipping invoices, Ford Archives|
|First listing of "reinforced housing" (rear axle).
|FEB 4||Acc. 575, Ford Archives|
|Note that T-1929 flywheel cap screw wrench is the same as T-2336, and that the T-2336 would be canceled.|
|FEB 8||Acc. 575, Ford Archives|
|T-400B cylinder. "Removed 1-1/8" boss, also
1/4" pipe tap from front end of cylinder at point marked ‘A’"
|FEB 10||Acc. 575, Ford Archives|
|T744B Special transmission assembly. Special design to use
T536B magnets with the newer magneto assembly because of a delay in shipment of
the T536C magnets. Used on 3,000 cars after the first 17,500.|
|FEB 19||Acc. 575, Ford Archives|
|T2336 (large) and T2337 (small) Presto-O-Lite tanks listed.
|MAR||Acc. 509, July 14, 1913, Ford Archives|
|The babbitt driveshaft pinion bearing was used on the first
18,000 cars. (Until March 17, 1910.)|
|Factory invoices indicate "new magneto" for the
first time, beginning with 17,985.|
|APR||Acc. 509, Letter dated January 13, 1913, Ford Archives|
|9/16" magnets used on the first 20,500 cars. Invoices
indicate the first was 17,985, however.|
|APR 2||Acc. 575, Ford Archives|
|T-48B rear axle, new design. T-13B differential gear, new design.
|APR 4||Shipping invoices, Ford Archives|
|"New style crankcase" first listed on invoice.|
|APR 5||Acc. 575, Ford Archives|
|T25C and T180C "Rear axle brake band housing" (L
and R) are new design. T175A and B, T176A and B, T177A and B, T178, 179, and T5
brake housing parts obsoleted.|
|APR 8||Acc. 575, Ford Archives|
|T1332 and T1333 transmission (side) pans modified. Bolt holes
and slots added, replacing previous holes.|
|APR 11||Acc.575, Ford Archives|
|T48B rear axle (new design) noted. Old T48 now T48A.|
|APR 16||Acc. 575, Ford Archives|
|T631 Cylinder head bolt bushing. "This part is to be
used only when there is a leak around the cylinder head bolt."|
T814B Crankcase rear wall. "Will replace old design not only in new production but also in making repairs."
|APR 22||Acc. 575, Ford Archives|
|T-1703B 60" rear axle, new design. (Replaced T-1703)|
|APR 23||Acc. 575, Ford Archives|
|T-1E and T-2E rear axle housings. The previous T-1D and T-2D
used 3/8-24 driveshaft retaining studs while the E version used 13/32-18 studs
(T-183B). Otherwise the two were the same. The holes in the driveshaft pinion
spool were enlarged to accommodate the 13/32" studs, and is now T-191B.
|APR 26||Acc. 575, Ford Archives|
|T-488B connecting rod cap. "Replace oil pocket with a
Note on change in the threads of the driveshaft retaining studs from 18 to 16 TPI.
|APR 28||Acc. 575, Ford Archives|
|"Since changing the tap (for the driveshaft tube flange
stud) in rear axle housings from 3/8-24 to 13/32-16 does not effect the stamping
drawings..." This seems to conflict with the threads listed on April 26
|MAY 2||Acc.575, Ford Archives|
|T814A and B crankcase rear wall are obsoleted.|
|MAY 7||Acc. 575, #223, Ford Archives|
|Oil dam behind the fourth cylinder area (T-814B) is noted as
no longer used, as per letter of May 2. Notes that they added a "flange
reinforcement" which is probably the forging at the rear of the crankcase
where the U-joint fits. Note the crankcase is T-800B.|
|MAY 10||Acc. 575, Ford Archives|
|T543B cylinder oil tube. Change length of mouth from 1/2
to 1" and width from 3/4 to 5/8". Also radius for ends from 5/16
|MAY 11||Acc. 575, #226, Ford Archives|
|T-807 crankcase front wall changed from pressed steel to
|MAY 15||Acc. 575, Ford Archives|
|T-488B connecting rod cap. "Remove oil boss, change
radius for outside of cap from 7/8 to 29/32. The oil hole and oil groove in the
babbitt was also discontinued.|
|MAY 16||Acc.575, Ford Archives|
|T4C rear axle coupling ring modified and specified for
"1911" rear axle. The previous T4B was also modified for current
production. T191B roller driveshaft bearing housing, T193B flange, T183B stud
and T184B nut were also specified for the "1911" rear axle.|
T1526C crankcase assembly with revised support arms (T815B) began to be used after 34,000 cars. "Change distance from underside of flange to first pair of rivets from 13/16 to 9/16. Also distance between last pair of rivet holes and bottom hole frm 3/4 to 1 inch." The flange reinforcement was eliminated and replaced with T1574 reinforcement riveted in place.
Beginning in May, many references are made to the "1911 car."
|MAY 19||Acc. 575, Ford Archives|
|"1911" crankcase and radius rod ball socket new
drawings. Beginning at this date there were numerous notes referring to
"1911 car," including parts for the new radiator.|
|MAY 31||Acc. 575, Ford Archives|
|T15 differential spacer, T10 and T11 differential gear case
specified for "1911 cars."|
|JUN 1||Ford Times|
|List of stolen cars. "S/N 2080, red with black top"
and "5644, green" are noted.|
|JUN 6||Acc. 575, Ford Archives|
|T1927 commutator screwdriver. "This is to be used on the
first 15,000 cars only, and is considered obsolete at this time."|
|JUN 13||Acc. 575, Ford Archives|
|Steering ball connecting rod (drag link) T258 "This rod
is exactly the same as on the 1910 car, with the exception of the threads on
both ends which is 1/2 by 13 TPI U.S.S.|
|JUN 15||Acc. 575, Ford Archives|
|Transmission band lining changed from Raybestos to cotton.|
|JUN 24||Acc. 575, Ford Archives|
|T202 front axle, T203 and 204 spindles and T270 spindle arm
Changed height of "cylindrical surface" from 5/8 to 1-1/4". (Bulge are rear for radius rods?)
Also noted that the fan tension spring would be discontinued for 1911. (The spring was replaced with an adjustment screw at the same location as the old spring.)
|JUN 25||Acc. 575, Ford Archives|
|"Removed pocket in T1334 hood support (on dash) for hood
hinges and steering flange nuts."|
Floorboard pedal and brake plates specified as changed from brass to cold rolled steel, "coppered and brass plated and polished."
T1367C and T1398C brake rod supports apparently a new design.
Engine and transmission pans were sheet iron and enameled.
T879 hand brake lever pawl lift: "Changed material from brass plate and polish to coppered brass plate and polish."
|JUL 1||Acc. 575, Ford Archives|
|T400B. "Added 1/16" to bottom face of head."|
|JUL 7||Acc. 575, Ford Archives|
|T1114 "Ford" radiator name plate and attaching
parts declared obsolete.|
|JUL 12||Acc. 575, Ford Archives|
|T40 rear hub specified to be 6" instead of 5-1/2"
for 1911 cars. Same for front hubs and flanges.|
|AUG 12||Acc. 575, Ford Archives|
|KH bodies: Name is Kelsey Horbert.|
|AUG 16||Acc. 575, Ford Archives|
|Following tools redesigned: T1954, 1953, disk drum puller and yoke.
|AUG 17||Acc. 575, Ford Archives|
|Notes changes in location of sediment bulb on gasoline tank.
This change was apparently made about this time since the notes refer to the
older parts as "for repairs only."|
|AUG 26||Acc. 575, Ford Archives|
|T1303 gasoline tank. Specified that the ends be made flat
instead of spherical, and that the seams holding them be made double instead of
|AUG 31||Acc. 575, Ford Archives|
|T240 hub caps. Changed thickness of metal from 1/32 to #16
B&S. "Also changed name to our regular script."|
Parts listed for new crankcase with removable inspection plate. The reinforcement (T1583) with the threaded holes to retain the cover was riveted in place.
|SEP 20||Acc. 575, Ford Archives|
|Steering wheel rim for 1911 cars specified and being changed
from 12-1/2 ID to 12-3/8 inches, and the thickness from 1" to 1-1/8 inches.
|SEP 24||Acc. 575, Ford Archives|
|T1349 hub cap wrench redesigned. T1357 carburetor adjusting
rod bracket changed to oval and the number of screws from four to two for 1910
and 1911 cars.|
|OCT||Shipping invoices, Ford Archives|
|"1911 rear axle" noted on many invoices. This is
the 6-rivet type with the reinforced flanges at the center, NOT the 12-rivet
|OCT 8||Acc. 575, Ford Archives|
|Transmission band lining changed from cotton to 2/3 asbestos,
Muffler tail pipe (T1213B) redesigned to have tapered end and slightly bent.
A washer (T126) was added for the flange bolts of the rear axle, along with a new T42 bolt.
|OCT 18||Acc. 575, Ford Archives|
|"We have added a reinforcement flange T123 on the
flanges of the housings taking the place of T126 rear axle flange washers. This
change has been made in T1D and T2D housings.|
Engine and transmission pans redesigned for 1911 cars. The transmission pans are T1332-1911 (L) and T1333-1911 (R).
|OCT 25||Shipping invoices, Ford Archives|
|First Torpedo Runabout, an experimental sample, built on a
chassis built Oct. 5, was produced. S/N 31,673.|
|OCT 26||Shipping invoices, Ford Archives|
|First note of "1911 metal body." (S/N 32,200)|
|OCT 28||Acc. 575, Ford Archives|
|T656 Cylinder valve doors, T655 thumb nuts and T654 stud
specified for "New cylinder."|
|NOV 1||Acc. 575, Ford Archives|
|Note that door sill plates (T-2570 and 2571) are to be
changed from #16 to #20 B&S, and added "dull or frosted finish, with
letters to be etched and blackened and exterior part to be bright polish
|NOV 8||Acc. 575, Ford Archives|
|T1533 transmission band adjusting screw. "Instead of
having the square head at the top of this screw, we are just making both sides
flat, as shown in the print."|
|NOV 9||Acc. 575, Ford Archives|
|T1513B hub brake pull rod. "This rod was formerly
straight. We have made a bend at point marked A, also changed developed length
from center of hole in clevis to end of rod from 54-1/4 to 54-5/16 inches."
|NOV 30||Acc. 575, Ford Archives|
|Parts, such as T171-1911 (where the regular part was just
T171) are now upgraded to, in this case, T171E (was T171D for 1910), A to B,B to
C, etc. The "-1911" designation is discontinued.|
|DEC 1||Acc. 575, Ford Archives|
|New design spark plug wrench, T2306.|
|DEC||Shipping invoices, Ford Archives|
|"Seamed style radiator" noted on many invoices.|
Green (1910?) and blue (1911?) Tourings built during December.
|DEC 15||Acc. 575, Ford Archives|
|T-972 worm, and T-973 sector steering parts. Blueprints
indicate that these parts were never used but apparently Ford experimented with
this type of steering for the Model T during 1910 and 1911, expecting it to be
used on the 1911 touring and roadsters. The left-hand engine pan (T-2367) was
also designed for this type steering.|
Elsewhere in the Archives records are notes that worm steering, as well as cable-operated rear brakes were used on cars shipped to Germany. Worm steering parts were listed into the 1920's; perhaps through the end of Model T production.
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|© Bruce W. McCalley. Rev. February 18, 2007|