|THE FORDS FOR 1906, MODELS K AND N
The Model F, an updated version of the Model C continued until about June of 1906. While technically a part of the "1906" line, this model was just a carry-over from 1905 and replaced with the new four-cylinder Model N. The Model K was new and was the first (and last until the late 1940's) six-cylinder Ford. It's interesting to read the virtues of the "six" in the following text.
In nineteen hundred and three the Ford Motor Co. put its first car on the
market with a two-cylinder engine of the opposed type, now famous. It was a pronounced
success. It was a finished product as compared with the state of the industry, and the
success of the company from the date of its first car was phenomenal.
The line of cars offered this year by the Ford Motor Co. embody the usual Ford
ideas. It is Mr. Ford's desire to build a car that will not be out of date next year, nor
the next year, nor the year after that. The idea of an automobile user thinking he has to
change cars every year is as absurd as it would have been for the owner of a carriage to
feel that a rig of that character was only good for one season.
The constant study of the automobile situation since its inception, the
experience secured from manufacturing and marketing thousands of successful motor cars,
has enabled Mr. Ford to present a line of cars this year that will be accepted as a
standard type of design for years to come. A car of this character could not be designed
or built by anyone who had not had years of practical, successful experience.
The six vertical cylinders are cast separately with integral head, valve
chamber and jacket. The interchangeable, mechanically operated valves are placed on one
side, thus necessitating but one camshaft, one set of gears, simplifying the casting,
and exposing less cylinder wall to the heat of the burning gas. The cylinders are made of
a special east iron, carefully bored and reamed.
So we see that it is not only necessary to have power but it is necessary to
have the proper design and light construction and serviceability. The demand is for more
power. It is a rational, sensible and reasonable demand.
The ignition is by high-tension magneto with an entirely independent and separate system in reserve fed by battery. This double system will be appreciated by experienced automobilists. The magneto works on an entirely new system and is far superior to any magneto yet constructed. One of the special features lies in the fact that the permanent magnets build up in use instead of weakening, as is the case with all other devices of this character. It produces a spark 3/8 inches long at fifty revolutions per minute, and three inches long at six hundred revolutions. Oil on the sparking plugs does not seem to affect the ignition owing to the high voltage of the secondary current. When cars are wired for both magnetos and storage batteries, the operator changes from magnetos to storage or from storage to magnetos by throwing a switch.
The Ford cars are designed with the idea of traveling over all ordinary roads,
up and down the steepest grades, through long stretches of deep sand, etc., without
touching the change speed lever. A light car and ample power permits traveling on direct
drive practically all the time, so seldom is a lower gearing necessary. It is, therefore,
obvious the simpler the device the more satisfactory it will be. The Ford system of
planetary transmission is beyond question the most practical, most substantial and
simplest arrangement of gears ever incorporated into the mechanism of an automobile.
It absolutely does away with any possibility of confusion in operating the car. There
are not two or more levers to operate, each depending upon the proper manipulation of the
other. With the Ford system of control every motion is one which the operator would
instinctively make. It requires little thought. If the wrong lever is applied the only
possible result would be the stopping of the car. The Ford system of control is designed
with especial effort to carry to the extreme that mostly desired, but often neglected,
feature of a motor-car-Safety.
The direct drive is engaged through a multiple disk clutch, the most satisfactory
mechanism yet devised. This clutch takes hold softly and does not jerk the car when applied.
So gently does this clutch engage, Ford cars can be started from a standstill on the
direct drive, without calling into action the gears of the low speed.
A small horizontal throttle lever just beneath the steering wheel regulates
the quantity of explosive mixture leaving the carburetor this variable quantity controlling
the speed and power developed by the motor. This lever is on the left side of the steering
column. On the right side is another small lever which regulates the time the charge on the
cylinder is ignited. These levers are practically all that are used in the 1906 Ford cars,
and control the car from the beginning of a trip to the end, regardless of hills, sand,
mud or congested traffic.
The rear axle of the six-cylinder Ford touring car is, we firmly believe,
the strongest, best supported axle ever constructed for automobile use. The outer sleeve
is 3 inches in diameter. The spring perches are substantially pinned and then brazed.
Hyatt Roller Bearings are used throughout this axle, and are extra long and large. This
axle will last for years without trouble.
Special attention has been given to the body of Model "K" to make it of most pleasing design. It is of the Victoria type with swelled panels and graceful in every line, yet eminently distinct in design. The seats are large, roomy and handsomely upholstered with buffed leather, rolling well back over the top edges and tufted over coil springs and curled hair.
The springs of Model "K" have been given careful study. The rear springs are of the full-elliptic pattern while those in front are half-ecliptics, the front end of front spring being hinged directly to the extension arm of the frame and the rear end connected through swinging shackles to supports fastened to the steel side frame. These springs are extra long, and are made of a specially fine quality of steel which gives great strength and elasticity.
The wheels are of the wood artillery pattern, built of thoroughly seasoned second-growth hickory with spokes slightly dished, giving extra strength and flexibility and especially well designed to withstand extreme side-strains when turning corners at fast speed. All four wheels are 34 inches diameter, and are equipped with four-inch clincher tires.
Upon no part of the car does more responsibility rest than the steering mechanism. The new steering device on the Ford cars has received more favorable comment from mechanical engineers and automobile experts than any other device brought out this season. It is without back-lash or lost motion; cannot bind or stick. The reduction gears are of planetary principle and are housed in small brass drum just beneath the steering wheel. This construction allows of a solid construction at the lower end of the shaft, and makes it possible to steer the car with a minimum of effort.
The carburetor is of the latest approved, automatically compensating type and supplies a perfect mixture to the motor regardless of engine speed or position of the throttle.
The frame is of pressed steel, channel section, carefully designed to give ample strength to sustain the load without "sagging"; of sufficient rigidity or stiffness to withstand the strains over rough or uneven road surfaces.
Specifications, Model K
Motor, 6-cylinder, vertical, 4-1/2" bore x 4-1/4" stroke: 40 H. P.
In producing Model "N," a four-cylinder runabout to sell for $500.00, Henry Ford has taken a mighty bound in advance of competitive manufacturers. Building such a car with material and workmanship the very best, is the beginning of a revolution in the automobile business. It means you will not be obliged to pay tribute to a manufacturer for a product that is now a necessity. Full value for the money is given. The general public has been clamoring for a substantial car at a price commensurate with other manufactured commodities. That such a car would eventually be offered has been the conviction of many who have closely followed the progress of motor-vehicle manufacture, and for that car they have been waiting. However, to build such a car means more than is realized by the average citizen. The magnitude of such an undertaking can be better grasped when it is known that special machinery, costing hundreds of thousands of dollars, must be installed to build that one type of car. It means that thousands of such cars must be constructed to reduce original cost of material and establish regular shop routine. It is therefore obvious to all that such a car dare not have one single weak spot. Every feature, every principle, must be thoroughly proven and its merit accurately determined. It must be of standard construction, free from freakish ideas and theoretical innovations, for it must be built without change or alteration for several years. That is why the Ford Company so thoroughly tested every detail of Model "N" before beginning its manufacture. No cheap material or experimental devices enter its make-up. Model "N" is a known quantity from carburetor to muffler, from tire to top.
The Motor is of the four-cylinder type, cast in pairs with valve chambers
and water jacket integral. The valves are all on the left side, lifted by vertical push
rods working through phosphor-bronze guides in the crank case. The cam-shaft and the cams
which work the push rods are cut from one solid piece of steel. This eliminates all
possibility of the cams working loose, (a common occurrence heretofore,) and throwing the
Motor out of "time" as well as causing a disagreeable knock or pound.br>
The sleeve surrounding the shaft terminates in a large globe joint in the heavy
frame cross-bar. Within the globe is the flexible universal joint connecting the power
plant with the driving shaft. The lower end of the shaft carries a small bevel pinion
meshing a large bevel gear on the differential with a relative ratio of 3-1/2 to 1.
The Axle is a solid drop forging of I-beam section and is supported by radius rods terminating in a common joint in the center of the cross-bar supporting the transmission gear case thus giving a three-point support.
The Rear Axle
The Rear Axle is equipped with Hyatt Roller Bearings throughout. The general construction of the axle is identical with that of the large Ford touring car. This axle is especially well constructed and the most mechanical rear axle mechanism ever placed in any car in this or any foreign country. The two side radius, or strut rods, fastened to the axle near the rear wheels, are joined to the upper end of the sleeve enclosing the driving shaft---giving another triangular support.
The Body is suspended at three points---on the full elliptic springs in the rear and swiveled on the center of the transverse, half-elliptic spring in front, the front spring is shackled at each end near the steering knuckle yoke.
Ignition is of the jump-spark system, fed by dry cell batteries through a Splitdorf four-unit coil.
The carburetor is of the latest approved automatically compensating type. A constantly correct mixture of gasoline and air is supplied, regardless of engine speed or throttle position.
Specifications, Model N
Motor, 4-cylinder, vertical; cylinders 3-3/4" bore x 3-3/8" stroke, 17.92 H. P.
Specifications, Model F
Model F is the general all around car for the man who wants a powerful runabout
or a comfortable and fast touring car for five people at a moderate investment and low
cost of operating and maintaining, capable of taking all kinds of roads.