Depends on absolute accuracy in the manufacture of each individual part that goes into Ford Products.
    Each part—whether it is made of steel, cloth, or rubber—must conform to definite specifications in both minute measurements and standard quality. A staff of expert chemists and metallurgists, working with modern equipment, delicate testing devices and elaborate machinery provides those specifications.
    As parts go through the many stages of manufacture in the Ford shops, from raw material to completed units, they are closely inspected and tested after each major operation.
    So that when a Ford Product passes into the possession of the user, he is assured of a product which is as near mechanical perfection as highly trained men can make it.

    Following are the important factors which will show the prospective purchaser how the Ford car will meet his requirements best.

Power
    The engine develops 20 H. P.—as much as ever needed, and is always efficient and durable. The Ford engine is driving nearly half of all the cars in the world today.

Endurance
    Four out of five Fords built in the last fourteen years are still in operation. Over five million owners throughout the world are proving its endurance. This, and its ease of operation, is evidenced by its ability in every day use to give constant and uninterrupted service under every condition of load, road, and weather.

Simplicity
    The control and operation is so simple that anyone can learn to drive a Ford in a short time. The simplicity of the engine design and running parts means fewer parts out of order; hence fewer repair costs. The design can be quickly understood by anyone and permits ease of adjustment.

Economy
    A Ford weighs several hundred pounds less than an ordinary car with equal power and carrying capacity, which reduces wear and tear on tires. The simplicity of the engine means economy in manufacture and low up-keep and repair cost. The total number of all parts in the Ford Chassis retail at approximately 15% more than the price of the complete chassis, and official figures show less than 15 cents per car for parts replaced under the factory guarantee of defective parts.

Service
    Thirty-three thousand dealers and service stations throughout the world give Ford owners international service. A $50,000,000.00 stock of parts in the hands of dealers and branches insures Ford owners against any hold-up for lack of replacement parts. Flat rate labor charges are used by Ford dealers.

Ford cars are always low in price.
Ford cars are always high in quality.
    The present selling prices of Ford cars have been made possible through:
1. Sales of a million cars yearly, which permits quantity production on the most economical basis.
2. Standardizing on one model over a period of years has made it possible to develop automatic machinery for producing parts in quantifies at a great saving in labor costs.
3. The consumption of raw and finished products at a cost of approximately one million dollars per day, makes their purchase contracts most attractive to manufacturing concerns, and insures their obtaining the best quality in materials at the lowest possible cost.
4. The financial strength of the Ford Motor company not only greatly increases buying power, but also permits taking full advantage of market conditions. The company has no bonded indebtedness to meet and its resources are always available for use in the development of the business.

Front License Bracket
    A new design front license tag bracket has been made standard on all cars. These brackets, together with the standard rear brackets, are in locations convenient for attaching license tags for any state and reasonably protected from splash and mud in service.

New Jack—Ford Design
    The new Ford design jack gives to the owner at once a simple, powerful jack at a reasonable cost. The jack is of an improved screw type, combining those features which have been in service and proved themselves to be entirely satisfactory. The action is simple, the design is rugged, and there are few parts to get out of order.

Crankcase Front Bearing
    Crankcase front end bearing has been re-designed, making it simpler and at the same time providing greater flexibility for the front spring, with improved riding qualities.

Spring Hangers
    The new one-piece spring hangers are a decided improvement. Being in one piece they cannot loosen or rattle in service and their permanent alignment means better spring action and better riding qualities.

Ford Design Cut-out
    The new Ford cut-out has been designed with special reference to:
1. Reliability
2. Simplicity
    It is very compact, of comparatively few parts, and with ample insulators.

Ford “H” Headlamp Lenses
    The new Ford “H” Headlamp Lenses give to Ford owners a lighting equipment second to none on the road. Equipped with the special design refracting type lens, and a new 21-candle-power, gas-filled, double-filament bulb, these headlamps afford at once ample and well-distributed road light and no glare.

Steering Wheel
    The steering wheel has been increased to sixteen-inch diameter, making steering and driving in general easier, more positive and more comfortable.

Spare Tire Carrier
    An improved design which combines light weight with increased strength and rigidity.

Wiring System
    The wiring system has been completely re-designed, making it practically proof against short circuits and fire. Moreover, the new design has been approved by the fire insurance underwriters and all Ford cars equipped with the new wiring system obtain a remarkably low fire insurance rate.
1. All wires of No. 16 gauge or heavier insuring freedom from breakage and ample mechanical strength.
2. All rubber or braid insulation of standard National Electrical Code specifications approved by the underwriters.
3. Improved dash and frame clips for carrying wires. Re-designed for rigidity and strength, without danger of shorts.
4. Special insulator looms and frame brackets for heavy duty starting cables.
5. Special tail light wire suspension with tension spring and frame insulators.
6. New design dash terminal block of Fordite insulation.
7. All wires in black glazed cotton looms, giving strength and good appearance.
8. Special brackets for supporting gasoline tank to prevent contact with wiring system or abrasion on frame.
9. Special loom extension on commutator wires and fiber insulators on commutator case.
    The new wiring at once insures the Ford owner against breakage, short circuits or other trouble in his electrical system and affords him a fire insurance rate as low as many high priced cars on the market.

Pressed Steel Muffler
    The present muffler is of full, pressed steel design. Its muffling action is the equal of, and its freedom from breakage and extra weight far superior to that of the conventional type with cast ends and brackets. Mounted directly upon the exhaust pipe, a very compact, light and rigid construction is obtained.
    The new muffler has been approved by the engineers of the fire insurance underwriters, which means that it is free from possibility of breakage, leaks or other fire hazards.

Pistons and Connecting Rods
    Pistons and connecting rods have been re-designed, providing lighter structures, without decrease in strength or wearing qualities. This reduction in reciprocating weight has produced a smoother running motor with reduced vibration and with quicker, snappier pick-up. Moreover, careful weight selection of these parts in the shop before assembling into any given motor further insures deceased vibration and increased efficiency, under all conditions of operation.

One-Piece Running Board Brackets
    The new design running board brackets are of channel section and in one piece, extending completely across the chassis.
    This design insures the owner exceptional rigidity.

Fan Assembly
    The new fan assembly provides the following features:
1. Large diameter pulleys preventing slippage, and increasing life of belt.
2. Bronze bushings running in self-contained bath of oil.
3. Dustproof enclosure.

Starting Switch
    The new Ford design starting switch combines all the best features of manufacture and operation of the previous types. It is simple, direct acting, of few parts, and exceptionally easy of assembling and repair. Although there is practically nothing to get out of order in this simple switch, still disassembling is easily accomplished by the removal of two screws, when the top lifts off and the entire inner switch is exposed.
    The new switch is water, dust and rust proof, and in addition it is located in a protected position under the floor boards.

Dash Weather Trough
    Prevention of rainy weather trouble due to water on the dash and coil terminals has been effected by application of the new design dash weather trough. This trough catches any water, which in severe rains may work under the hood at the dash, and carries it to either side, eliminating danger of shorts, hard starting or irregular firing, due to possible water shorts on the coil terminals or dash wiring

Radiator Mounting
    The radiator is now mounted upon springs whereby it is afforded a limited flexibility. This from sudden shocks and vibration.

Front Radius Rods
    Fastening of the front radius rods has been improved by the use of tapered nuts in tapered seats. This construction insures an absolutely tight initial fit and the wedging effect obtained prevents loosening under even the most severe service conditions of load and vibration.

    New crankcase bearings and front spring clip, strengthens spring and makes spring more resilient
    Drop forged drive shaft roller housing with Timken ball thrust bearing.
    New head lamp lens.
    Bright and dim two-filament headlight bulbs.
    Timer insulator.
    Improved brushes in starter motor.
    Protected insulated terminal block for all wiring on dash board.
    Heavy loom protection on battery wiring.
    Timken roller bearings in front wheels—Demountable only.
    Stronger radius rod, holds front axle rigid in exact position required.
    New style fan with oil reservoir in hub.
    Protected cut-out wire.
    Improved Ford carburetor.
    Dash weather strip.
    Improved dash shield.
    Gasoline line support.
    Larger steering wheel, 16 in.
    New style ammeter.
    New crank case support and ball socket for radius rod.
    Improved piston rings.
    Running board supports.
Note—
    The above list is only a partial list of Recent Improvements.

Ease of Operation
    One of the outstanding features of the Ford car and a contributing cause of its deserved popularity is the ease and facility with which the average driver can control and successfully operate it under the most trying conditions. This is due to the proportioning and design of several features as follows:
1. Wheel base.
2. Gear change by means of foot pedal action instead of with foot operated clutch and hand operated gear shift lever.
3. Short turning radius.
4. Direct acting steering mechanism.
5. Possibility of quick shift from low speed ahead to reverse and back again without shifting of gears.
6. Impossibility of failure to accomplish gear shifts.
7. Ample and positive brakes.

Traffic Control
    The combination of these features gives the driver of the Ford car unequaled control in traffic, in sand and mud, and in all places where matter of control of an automobile is most critical and all important.

Quick Shift
    The possibility of quick shift from low speed ahead to reverse and back again permits “rocking the car” forward and back as can be done with no other automobile. This is usually sufficient to extricate the Ford from the heaviest sand and mud.

No Gear Clash
    Another outstanding feature is the impossibility of failure to accomplish gear shift as with the Ford transmission there is no chance to clash gears, and the driver need not worry about not getting into gear and thereby being caught in traffic with his engine disen-gaged.

Wheelbase
    The short wheel base and small turning radius is a source of convenience many times daily in going in and out of the garage and in maneuvering into a parking position at the curb. In turning corners, they permit the driver to keep to his right-of-way and to avoid possible inconvenience in traffic or even accidents. The design of the Ford steering mechanism is such that turning is accomplished without excessive motion of the steering wheel. Further, being direct acting, less effort is required to steer the car in and out of parking places.

Foot-Control
    One of the greatest control advantages of the Ford car is the facility with which gear changes are made and the ability to control its speeds, through foot pedals and brake band action. Gear shifts are readily made without removing the hands from the steering wheel and by automatic action of the feet, allowing the driver’s attention to be concentrated on the road ahead, on traffic, steering or road conditions, as the case may require.

Light Weight
    The light weight of the Ford car and the fact that the low speed ratio is high in proportion to the car’s weight gives particular advantages in pick-up and negotiating heavy roads.

Service Brake
    The Ford service brake operated by pedal and acting direct on the driving shaft through which the power is transmitted from motor to rear wheels gives the Ford owner a powerful positive brake which permits quick stopping of the car.

Emergency Brake
    In addition, there is an emergency brake operated by hand lever and acting on the drums of the rear wheels. This simple effective dual system of brakes requires little or no adjusting as compared with many other designs, yet gives the Ford car a high factor of safety that is universally recognized.

Fuel Tank Capacities

    The old “round” gasoline tanks, as used on all Fords for many years, were of approximately 10 gallons capacity. These tanks were used on all touring and roadsters of earlier than 1920 make, and even on some of the 1920 models. With these round tanks, it will be noticed that one gallon, at the bottom of the tank, takes more than twice as much depth as a gallon near the middle.
    The oval tanks are now used on all types of Ford cars with the exception of the Coupe and two door Sedan. The capacity of this oval tank may be roughly estimated as 1-1/2” for the first gallon, and 3/4” for each additional gallon up to nine.
    The “square” tank is now used on Ford Coupes and two-door Sedans. With the square tank, each 3/4” represents one gallon.
    In the United States, the Old English Wine Gallon containing 231 cubic inches is standard. In Canada, the British Imperial gallon of 271.274 cubic inches, is used. This means that an Imperial gallon is equal to practically 1-1/5 U.S. gallons.
    Since the gallons are different, we are giving a table of gasoline tank measurements, showing number of gallons per inch:

    Several changes in design, as well as interior refinements, have recently been made in Sedan and Coupe bodies, which add greatly to their comfort, convenience and appearance. The more important changes follow:
     1. Upholstery for both two-door Sedan and Coupe bodies is now furnished in rich, dark brown, striped wool fabric.
    2. Floor carpets in deep brown shades to match the upholstery are furnished with the new bodies. All the lower body trimming covering for such parts as heel board, gas tank box, bottom of Sedan folding seat, door covers, etc., is now furnished in material to match the floor carpets.
     3. Design of door and quarter upholstery panels has been improved very much in appearance and to provide ready replacement.
    4. The door check straps have been redesigned to provide finish in keeping with new upholstery scheme and also increased strength and security.
    5. Window lifters are provided which facilitate opening and closing of windows and provide for holding the windows open at any desired position. Special felt channels and spring retainers for the operating levers insure against looseness and rattle. Finished in black enamel and nickel plate, the new window lifters add materially to the general appearance of the interior of the body.
    6. Driver’s seat-back in the Sedan has been increased in comfort by slightly increasing size and adding back springs.
    7. Improved design of inside door pull handle in nickel plate finish is furnished on all closed body doors, improving the interior appearance and adding much to the convenience of the operation of the door.
    8. Inside window finishing strips are now furnished in steel, black enameled, insuring excellent finish and permanency.
    9. Outside pillar covers and in fact covers for all exposed wood parts are now furnished in pressed steel design, guaranteeing first-class paint finish on these parts and freedom from checks, blisters and other defects common to even selected wood designs.
    10. The instrument board panel is of new design.
    11. Outside door handles as now furnished with all enclosed bodies are noticeable for the attractive appearance and convenient leverage in operation.
    12. A roof drip moulding of an entirely new two-piece design, providing a much improved appearance and finish, has been adopted.
    13. Door bumpers on all closed jobs are of special Ford double-roller design, adapted to eliminate all rattles and squeaks in doors.

        1. New upholstering throughout.
       2. New outside door handles.
       3. New inside door handles.
       4. New window slides with ratchets to hold windows in any position desired.
       5. The folding seat is upholstered on the bottom.
       6. Higher back for driver’s seat.
       7. Rear seat slopes down in back, giving more comfort.
       8. Upholstered back of rear seat arranged so it gives much more space in car, and, therefore, more leg room.
       9. Upholstery extends up to dash board.
    10. More room for driver, back of steering wheel.
    11. Upholstered weather strips on door openings.
    12. Reinforced door stop straps.
    13. Steel brackets for back of driver’s seat.
    14. Roller anti-rattler for doors.
    15. Felt anti-rattler for windows.
    16. Steel braces on round corner joints of rear window frames.

Size
    The body is approximately three inches longer than the two-door type Sedan, the extra length providing additional leg room for the occupants of the rear seat.
Panels
    All body panels are of aluminum with embossed moulding, the metal extending up around the window sills and runways so that there are no wood parts exposed on the entire body. This feature insures a uniform finish and will largely prevent checking or other paint trouble.
Height
    The roof is of the soft type with artificial leather reinforced and padded, making it as durable and substantial as the old fiber board type, and eliminating the possibility of vibration noises. The overall height of the body is one inch less than the two-door design. With the straighter roof line the car has the appearance of greatly increased length.
Visor
    A permanent leather visor above the windshield adds greatly to the appearance of the car while protecting the driver from the glare of the sun.
Tire Carrier
    The tire carrier is of a new and improved design which permits the spare tire to set at an angle that corresponds with the lines of the body.
Doors
    The front door openings are 23-1/2 ins. and the rear door openings 24 ins, or the same width as on the two-door Sedan. All doors are equipped with special Ford design double roller, dove-tail guides at center as well as rubber bumpers top and bottom which tends to eliminate rattles.
Locks and Handles
    Door handles are of the straight bar type made from hard, black rubber with nickel tips and fittings. All doors are equipped with locks. Three of the locks are operated by levers from the interior of the body, while the right front door lock is operated by a key from the outside.
Windshield
    The upper sash of the windshield is adjustable either outwardly or inwardly to provide the proper degree of ventilation. An improved design of clamp permits it to be easily adjusted and securely fastened in any position. The lower section of the windshield is stationary, which is a factor in preventing rain from leaking into the body.
Window Regulators
    The windows in all four doors are operated by means of crank type window regulators, while the rear windows are operated by the lever type used on the two-door Sedan.
Fittings
    All interior body fittings, including window regulators, door pull handles, door latch levers, etc., are finished in oxidized silver.
Dome Light
    A dome light is operated by a switch on the right rear body pillar.
Upholstery
    Upholstery material is of improved design with a fine, dark stripe on a brown background of a shade that will not easily show dust and dirt. Silk window curtains to harmonize are provided for the rear windows.
Cushions
    The rear seat cushion is 46-1/2” x 20” or one inch wider than in the two-door Sedan. The front seat is 42-1/2” x 19” and will accommodate a third person if necessary. The front seat cushion is divided in the center, making it necessary to raise but one-half of the cushion to fill the gasoline tank. Therefore, the driver may have the tank filled without leaving his seat.
    Seat cushions are held in position by means of dowel pins in place of the covered binding strip used on the two-door Sedan.

6,000,000th Ford Motor Built on May 18th, ’22

    "Ford Motor number 6,000,000 was lifted from the assembly line In the Highland Park Ford plant at 9:14 A. M., May 18th," says a report from the Ford Motor Company, which adds that “just 5-1/3 seconds later number 6,000,001 was finished.”
    At the present time the Ford plant is turning out 5,400 motors daily, the assembling line being operated only eight hours a day.
    On October 1, 1908, the first Model “T” was built; on December 10, 1915, number 1,000,000 left the line, and number 5,000,000 came through May 28, 1921.

4 Out of 5 Ford Cars Still in Operation

    Out of a total of 5,517,956 Ford Model “T” cars and trucks sold In the United States since 1908, 4,478,248 are still in daily service.
    “That out of every five Ford cars and trucks sold to retail purchasers In the United States alone during the past fourteen years, four are still in actual daily use, which is really remarkable when the hard service of commercial cars is taken into consideration. This seems to forcibly confirm the popular knowledge of the longevity of Ford cars.
    “An idea of the important part played by Ford cars and trucks in the daily transportation of goods and persons in the United States can be gained by realization of the fact that with the Ford cars now in operation, averaging a minimum of 5,000 miles per year each, they would pile up a total of twenty-five billion transportation miles—equivalent to more than a million trips around the world."

Low Operation Cost

    “How much does it cost to operate a Ford car?”
    This question is asked Ford Dealers many times a year and accurate details are lacking.
    The Goodman Motor Company of Paris, Ill., had made investigations along this line and had obtained an interesting report on a Ford Roadster driven by one of the salesmen of the Pillsbury Flour Mills, who travels in the central part of Indiana.
    The figures cover 42 weeks for a total distance of 12,193 miles or an average of 290.3 miles a week. This is probably the average mileage covered by most salesmen.
    The average weekly expense was found to be $9.75 for all items, and the average cost per mile was .0335. The mileage average cost was distributed as follows:

    The first model “T” Ford engine was made in 1908. It was the perfected development of Henry Ford’s motor inventions dating back sixteen years to 1892 when be built his first little one-cylinder motor.
    During those sixteen years Ford cars were made in many models, from little two-cylinder "chuggers” to big six-cylinder, high-priced cars.
    But in 1908 the crystallized result of all those years of experience and study was the model “T,” the Ford Power Plant of today.
    And since 1908, under every condition of use, in peace and war, in every corner of the globe, the Model “T” Power Plant has not shown a weakness necessitating radical change of design. However minor improvements and refinements have constantly been made, adding to its comfort, economy, efficiency and appearance.

Piston 3/4 lbs. lighter due to recent improvements
Valve spring exerts 20 lbs. under compression
Valve seat 1/4” convex profile
Valve port opening 1-5/16” in diameter
Connecting rod 7” long
All piston rings tapered .002”
Piston clearance not less than .003” nor more than .004”
Compression in cylinders 60 lbs.
Clutch pressure in high, 324 lbs.
Magnets on flywheel, 16 in number.
Oiling system on Ford known as “Constant Level Circulating Splash System.”
Radiator contains 95 tubes.
Radiator contains 57 fins.
Cooling system contains exactly 2 gallons 7-1/2 pints of water.
Radiator contains exactly 2 gallons of water.
Frame length on Model “T,” 100”
Frame length on truck, 123-11/16”
Front spring contains 7 leaves.
Rear spring contains 8 leaves. 2 and 4 Door Sedans, 9 leaves.
Motor contains 1 gallon of oil.
Differential 1-1/4 lbs. grease.
Ford carburetor has only one operating adjustment—the needle valve.
The tension on the clutch spring is 90 lbs.
Width of connecting rod bearing, 1.248.
Firing order, 1—2—4—3.
Water pressure test on water jackets on new Ford cylinders is from 40 to 60 lbs.
Cylinder head bolts are 15 in number and size 7/16 x 2-9/16”
Ford bodies receive 4 coats of paint; closed models, 5 coats.
Ford bodies are painted by what is known as “The Flowing System.”
Each coat is allowed to dry 24 hours and is sandpapered and rubbed down.
Fenders, splash pans, hoods, radiator shells and small parts are dipped in enamel and baked in electric ovens at 450 degrees.
Ford flywheel is much lighter than found in other motors. Because of the added weight of the transmission it is not necessary to have a heavy flywheel.
Rated horsepower of the Ford motor is 22.5., S.A.E.
Cooling system is a thermo-siphon.
Battery used, 6 volt.
The maximum charging rate is 10 to 12 amperes regardless of engine speed.
Ford uses a two-unit lighting and starting system.
The lighting system is a single wire system.
Return circuit is through the metal of the car.
The starting motor torque in pounds is from 14 to 16 lbs.

    The Ford Model “T” motor is a 4-cylinder, 4-cycle, internal combustion, gasoline engine, with 4” stroke and 3-3/4” bore. Valves are of the poppet type, arranged on one side of the cylinders, known as L-head construction, cylinders are cast en bloc and water jacketed, the upper part of the crankcase containing the crankshaft bearings, being integral with the cylinders. The water jacketed cylinder head containing the combustion chambers is removable from the cylinder case. The engine and transmission are a unit and this unit power plant is supported in the chassis frame on the three-point principle.

Cylinder Case
    The cylinder case is an iron casting containing the four water-jacketed cylinder bores, 8 valve ports with manifold passages, valve guides, camshaft bearing bushing supports and crankshaft bearing supports. The cylinder head containing combustion chamber is cast separately from the case and is bolted thereto by fifteen bolts threaded into the top face of the case.
    The cylinder bores in which the pistons are to slide, after the boring and reaming operations vary in diameter from 3.748” to 3.749”. They are then rolled to a diameter of 3.750 with a special power-driven rolling tool. This tool is a cylindrical block with small hardened steel rollers pivotally fitted around its circumference at an angle of 12 degrees from vertical. In operation, when the tool is revolved within the bore, the small rollers are pressed against the walls with a combination of sliding and rolling motion which produces a hard, smooth and polished surface.

Water Jacket Tests
    In the side of the cylinder case near the manifold ports are three 13/16” countersunk holes in the water jacket, which were necessary to locating and removing the core in making the castings. These holes are plugged with small, cupped, steel discs, peened into the counter-sink. At this point in the preparation of the case the water jackets are subjected to a hydraulic pressure of 40 to 60 lbs. per square inch to test for possible weakness or leaks in the jacket walls.

Valve Seating
    The valve port hole is 1-5/16” in diameter and the face edge of this hole is milled to form a countersink of 1-23/64” to 1-29/64” in diameter. This countersink is of convex profile of 1/4” radius, which gives a hairline contact with the flat seat of the valve.

Steam Holes
    In the top face of the cylinder case are five 1/4” steam holes entering different portions of the water jacket. When the cylinder head is in place these holes connect with five similar holes in the cylinder head jackets and allow the escape of air or steam which otherwise would form in the lower jacket in pockets, impeding circulation. The water circulates through the three larger passages between cylinder and head jackets. Dimensions of Case
Length —22-9/16” (outside of cylinder chambers)
21-25/23” (at main bearings)
Height—10-5/8” (variation 1/32”)
Width— 9-1/2” (at base)
Valve ports exclusive of seats—1-5/16”
Manifold ports (6)— 1-1/8” with 1-1/4” countersink 1/8” deep
Cylinder bores are 3.750” dia. and 6.752” long
Camshaft bearing support holes—Dia. of front hole 1.374 to 1.375, center 1.372 to 1.373, rear .9985 to 1.000
Diameter of valve stem guide hole—.3125 plus
Diameter of push rod guide hole—.437 plus.
Cylinder head bolt holes are 7/16” diameter, with No. 14 U.S. standard thread.


Valve Assembly
    The valves are fitted at this point so that the seat will be protected from injury in subsequent assembly operations. Valves are guided by the spindle hole in the case and are held in the seated position by a spring encircling the guide boss in the case at one end and fixed to the valve stem at the other by a collar held by a small pin passing through a hole near the end of the valve stem. The valve spring is 3” long and 1” in diameter, when compressed by the washer and locking pin fixed to the valve stem, it exerts a pressure of about 20 lbs. In holding the valve seated.

Dimensions of Valves
Material, valve stem is made of cold rolled steel and valve head of cast iron.
Diameter of head and upper edge of valve seat, 1-15/32”
Diameter of lower edge of valve seat, 1-17/64” to 1-9/32”
Width of valve seat, 3/32” ground at an angle of 45° to stem center.
Thickness of head, 3/16”
Stem diameter, .3105 to .312”
Length of upper seat edge to plane through end of stem, 4.974”
Spring collar pin hole, .110’ to .113’ diameter, and 4-19/32” from valve seat line.

Rough Bearing Capping
    The upper half of the main crankshaft bearing supports are cast integral with the cylinder case. These supports are semi-cylindrical and are lined with a bushing of high pressure babbitt metal molded by the aid of a jig bar and held in place by lugs of the babbitt which fit into anchor holes in the casting. Caps of semi-cylindrical shape and lined similarly with the babbitt metal form the complete crank-shaft bearing when bolted in proper positions.
Boring Main Crankshaft Bearings
    The main bearings are bored in large lathes using boring bars, the cylinder case being held in a jig making use of the camshaft bearing holes as locating points. The case is held in this manner during the boring, as any variation of the distance between the crank and camshaft bearing affect the meshing of the timing gears when these are assembled. The bearings are bored to a diameter of 1.248” to 1.249.” Boring bars are run through the bearings twice to insure a smooth and accurate job. After the boring edges of the babbitt are filleted to a radius corresponding to that on the crankshaft bearings. The babbitt extends over both ends of the long rear bearing for this bearing must take care of the end thrust of the crankshaft.

Hanging Crankshafts
    The crankshaft of the Ford engine is a drop forging of alloy steel with four crank throws and three main bearings. The crank throws are all in one plane, that is, 180° apart, the two outside throws pointing in the same direction and the two inside throws in the opposite direction. The small gear is keyed to the shaft by means of a Woodruff key: it is made of steel and has 24 spiral cut teeth. The main crank bearings have radius of 3/16” machined at their edges. This takes care of end thrust and makes a stronger shaft than if the edges were cut square. After the cylinder case leaves the boring operation, the bearing caps are removed and the .012’ liners taken out The oil boles in the cylinder case bearing are now punched out and countersunk. The edges of the babbitt in the case bearings are now filed with a flat rasp to an angle of 45° with the lower face of the case. The groove thus formed when the cap is assembled acts as an oil lead for the bearing and also as a clearance to take care of the babbitt pressed out during the subsequent “running in” of the bearings. The ends of the bearings are also filed smooth. The center and front bearings have from 1/32” to 1/16” end clearance which allows for expansion and lubrication. The cap is now “rocked” over the round shaft and two or more brass shims of .002” thickness are applied until the rock of the cap shows a .004” or .005” clearance between case and cap edges. The caps are then bolted down and the bearings are “run in” on a belting block at a speed of about 700. R.P.M. for the period of one minute. The bearings during this process are pressed to conform to the shaft and a smooth even contact between shaft and bearing results.

Dimensions of Crankshaft Bearings
Crankshaft, front 2”; center, 2-3/16” rear 3-1/8”
Case, front, 1-15/16”; center, 2-1/8”; rear, 3.118-.3120”
Cap, front, 1-15/16”; center, 2-1/16”; rear, 3.118-.3.120”

Principal Crankshaft Dimensions
Length, 25-5/32”
Length of connecting rod bearings, 1.495” to 1.505” on crankshaft.
Diameter of all bearings, 1.248”, also a standard undersize of .010” for main bearings and .025” for connecting rod bearings. After the belting operation, the rear bearing cap is removed and the bearing surface inspected. If this bearing is in good condition, the cap is oiled, replaced and bolted down with same tension as previous to removing.

Camshaft
    The camshaft is a steel forging with eight ground cam surfaces. and three main bearings. The shaft is driven by means of spiral gearing at half the crankshaft speed. The front and center bearings of the camshaft are assembled on the shaft before insertion in the case. The bearings are split in half and are assembled on the shaft bearings by means of a spring clip snapped around the middle circumference. The center bearing is fitted with a liberal amount of play so that the shaft can line itself up properly. The rear camshaft bearing bushing is of cast iron pressed into the base and reamed with a reamer guided by the two forward bushing supports. The 48-tooth camshaft timing gear is also assembled on the shaft before fitting in the case. The gear is secured to the camshaft by means of two dowel pins driven into dowel holes in the flange of the shaft and the web of the gear. These pins are 7/16” long and have a 5/16” diameter at one end and 3/8” diameter at the other, the small end fitting in the camshaft flange. A 13/16” x 16 U.S.S. thread locknut is screwed on to the shaft till the gear is firmly held against the flange. Push rods are now inserted and the shaft with bearings and gear assembly is forced through the bearing support holes until the bearings are in contact with their respective case holes. Play is within the limits of two and four-thousandths clearance between meshed teeth.

Camshaft Dimensions
Camshaft length, 22-23/32”
Diameter of end bearing, .748”; diameter of middle one same as end
Length of end bearing, 1-3/4”; length of middle bearing 2-7/16”
Length of front bearing, 1.967”.
Width of cams, 7/8”
Diameter of heel of cam, 13/16”
Greatest diameter of cam, 1-1/16”
Flange diameter, 1-3/4”
Flange width, 1/4”
Dowel holes, .3120”—.3125”
Thread—big thread, 13/16” x 16 U.S.F.; small thread 9/16” x 18 S.A.E.

Push Rods
Material, alloy steel heat treated.
Length, 2-11/32” over all.
Diameter stem, .4355”—.4365”
Diameter head, 1”

Pistons and Connecting Rod
    The Model “T” connecting rod is a steel forging of I-beam section with a babbitt bushed bearing box at one end and at the other a clamp to encircle and hold the wrist pin. The Model “T” connecting rod is 7” long between center of bearing to center of clamp hole. The babbitt bushed bearing is made in halves with removable cap held by two bolts with castellated nuts so that it can be assembled about the crank bearing. The cap is assembled on the rod and the bearing broached with .003” paper shims between edges of cap and rod before being assembled in the engine. The width of the crank bearing box is 1.495” to 1.505” and the width of the wrist pin clamp is 63/64” to 1-1/64.”

The Piston
    The Model “T” piston is a gray iron casting of softer material than the cylinder bore in which it is to slide so that the piston rather than the cylinder will receive wear, it being more economical to replace pistons than cylinder castings. The piston is made as long as possible in order that it may have a large bearing surface, thus giving longer wear. Long pistons also avoid “cocking” due to angular pressure of connecting rod. The diameter of the piston at the top is about .010” smaller than at the bottom, or skirt. This taper is to compensate for expansion due to the intense heat to which the upper part of the piston is subjected. The top edge of the piston is beveled in order to conform more nearly to the shape of the combustion chamber which is of rounded profile; this bevel also avoids a sharp edge which might overheat causing pre-ignition.

The Piston Pin
    The piston pin is a hollow shaft 3-1/2” in length. It is machined seamless steel tubing with a notch at the middle point of its length, which provides against turning in the connecting rod clamp. The wrist pin is hollow to obtain lightness and heat radiating qualities. Before the wrist pin is inserted in the piston, the brass bushings are reamed to .740” to .741.” The wrist pins are then fitted in the piston with a snug fit; this work is held to a half-thousandth of an inch.
    The piston has three grooves around its circumference in which the rings are fitted. The two rings near the top of the piston are termed the compression rings. Their duty is to prevent the escape of gas between the piston and cylinder wall, the lower ring around the skirt is termed the oil ring, its duty is to keep excessive quantities of oil from working its way into the combustion chamber.

Piston Dimensions Length 3.808”—3.817”
Diameter at skirt, 3.748”—3.749”
Diameter at second ring, 3.743”—3.745”
Diameter at top, 3.738”—3.740”
Ring grooves 1/4” wide x 13/64” deep
Diameter of piston bushings, .740”—.741”
Diameter of wrist pin, .740”-.741” Length of pin 3-1/2”

    Pistons of equal weight must be fitted in each engine. No more than .004” nor less than .003” clearance is allowed between cylinder and skirt of piston, yet the piston must move freely when pushed back and forth in the bore.
    The piston rings are tapered around the circumference, the small diameter of the taper being the side marked with a small “Ford.” When rings are applied to the piston, this punch mark should be toward the top of the piston.
    The .003” paper shims between connecting rod shank and cap are removed, thus a tension between babbitt and crank bearing is produced when cap is assembled which provides for the subsequent running in process of the bearings. Connecting rod caps are oiled and assembled on their respective connecting rods, clamping around crank bearings. Bolts are tightened and locked with cotter pins. The engine is now placed on the belting block and is run at 700 R.P.M. for about 40 seconds.

Timing
    One intake and one exhaust valve are located in the combustion chamber of each cylinder in the Ford engine. When the heel of the cam is in contact with the push rod a clearance of .022” to .032” exists between the end of the push rod and the valve stem end. The lift of the valves in the Ford engine is 7/32.”

Firing Order
    The opening and closing of valves with respect to position of pistons is as follows: Exhaust valve opens when the piston reaches 5/16” before bottom center, the distance from the top of the piston head to the top of the cylinder casting measuring 3-3/8.” The exhaust valve closes at top center, the piston being 5/16” above the cylinder casting. The intake valve opens 1/16”past top center or when piston is 1/4” above top of cylinder casting, the intake valve closes 9/16” past bottom center, the distance from the top of the piston to the face of the cylinder casting being 3-1/8.”