Bore/Stroke | 3-3/4 by 4" |
Displacement | 176.7 cu" |
Brake H.P. | 22 at 1600 R.P.M. |
20 at 1600 after 1912 | |
N.A.C.C. H.P. | 22.5 |
Torque | 83 ft/lbs at 900 R.P.M. |
Compression Ratio | 4.5:1 approx. |
4.1:1 after 1912 | |
3.98:1 after 1916 |
We have found an artists picture showing the top view of the
prototype Model T motor that was probably made before the change from two
levers/three pedals to two levers/two pedals. The picture appears on page four
of the October 1, 1908 Ford Times. The reason I believe that it is of the
prototype is primarily because of the handle on the transmission cover door.
Instead of being hex-shaped, it is long and thin, not unlike the handle on an
early oil check petcock. I have seen the drawing for the transmission cover door
handle that looks like this in the drawings collection at the Ford Archives and
it was declared obsolete before the start of production. When you look at this
picture you will note the lack of water passage holes in the block and the head
and the lack of a magneto contact post. It even looks as though the flywheel pit
in the transmission cover is narrower— not enough room for magnets and a coil
ring. We know that magneto development was begun only about December 1907 and it
appears that the prototype shown in the advance catalog may not have had one.
S/N (serial number) located between center exhaust ports.
Gear driven water pump and fan. Oil pipe on left front side. 3/8" head
bolts on first 500, 7/16" later. No babbitt in upper main or camshaft
bearings. Open valve chambers. Flat-top pistons with three or four rings, some
with all rings above the pin and some with one ring below. Piston pin was held
in the piston with one bolt. The connecting rods had bronze bushings for the
pin, and oil dippers as an integral part of the crankshaft end.
S/N on boss behind cam gear housing on right side of engine. No babbitt in upper main or camshaft bearings. Thermo-syphon cooling. Piston pin now turned in the piston and was clamped in the rod. Oil dippers on connecting rod caps were discontinued.
The cylinder head now has the "Ford" in script cast between the center cylinders. This style head continued until mid-1912 with minor variations due to the casting molds.
Intake opened with piston down 7/64" After T.D.C. (13/64" above) *
Intake closed with piston up 3/8" After B.D.C. (3-5/16" below) *
Exhaust opened with piston up 3/8" Before B.D.C. (3-5/16" below) *
Exhaust closed with piston down 1/16" After T.D.C. (19/64" above) *
* Piston position from top of cylinder.
Same as 1909. In March the magneto magnets were enlarged from 1/2 to 9/16" (beginning about
17,501). In April the magnets were again changed to 5/8" (beginning with 20,501).
Note: Ford’s published data shows 31,901 to 69,876 built between Oct. 1, 1910 and Sept. 30, 1911.
Same as 1910 until 38,263 (February 14) when babbitt began to
be used in the upper main bearings. This may have occurred along with the
enclosed valve chambers, also introduced about this time. Beginning with 46,326
(April 7) all engines were the new type with the enclosed valve chambers. Valve
doors were secured with wing nuts (f/n T655) initially but these were replaced
with T517 hex nuts about November 7, 1911. The inspection plate was heavier and
had a sharp embossing pattern. It was secured with a one-piece bolt collar. In
late 1911 the oil pipe (inside the engine) funnel was enlarged from 5/8"
wide to 3/4" and the length from 1" to 1-1/2"
Intake opened with piston down 1/16" After T.D.C. (1/4" above) *
Intake closed with piston up 9/16" After B.D.C. (3-1/8" below) *
Exhaust opened with piston up 5/16" Before B.D.C. (3-3/8" below) *
Exhaust closed with piston at T.D.C. (5/16" below) *
* Piston position from top of cylinder.
Same general design as later 1911. Serial number boss moved
to position behind the water inlet at about 100,000, then to the standard
position above the inlet a short time later (both types appearing simultaneously
for a time). By the end of 1912 all were in the final location. The cylinder
head was modified somewhat, lowering the compression, and was provided with
holes for priming cups on the left edge. These were dropped during 1913
production. "Made in USA" was added under the Ford script on either
side of the right-hand center bolt hole.
Same as 1912 type. Last year the screw-in pipe plugs were used to seal the water jackets. Welch plugs were used beginning about 200,000 (February) and in all production after about 450,000. Compression ratio lowered to about 4:1. Brake H.P. now 20. Last year for flat-top pistons. Inspection plate bolt collar was now two pieces.
Some cylinder heads drilled on left side for priming cups; these holes being filled with 1/8" pipe plugs. The "Made in USA" was relocated with the "Made" between the right-rear side bolt holes, and the "in USA" between the two right-front side bolt holes.
During the year the redesigned cylinder casting appeared. It had slightly larger water jackets with
holes covered with welch plugs. The "lip" at the rear no longer appeared; the casting now
gently sloped to match the cylinder head.
Magneto magnets increased to 3/4" beginning with 572,437
(September. 4) and on all engines after 598,042 (October. 2, 1914).
Ford’s published data shows 570,791 to 773,487 built between Aug. 1, 1914 and Apr. 30, 1915, and 773,488 to 855,500 built between May 1, 1915 and July 31, 1915.
Connecting rods redesigned for lighter weight. Babbitt now
1/16" thick instead of 1/8".
Note: Ford’s published data shows 855,501 to 1,362,200 built Aug. 1, 1915 to July 31, 1916.
No significant changes from 1915.
New "high" head with larger water jackets introduced.
Compression ratio slightly lower to 3.98 to 1.
Engine crankcase give larger front "snout."
No significant changes from previous year.
Beginning with 2,815,891 (December 11, 1918) the first
starter type engines were built. Regular production of starter engines began
January 1, 1919, used in the closed cars only. All engines built were starter
type after June, but used blanking plates at the starter, and a different
casting at the timing gear on non-starter cars. Magneto post had metal retaining
collar around its base.
New light-weight rod with 1/16" babbitt introduced. A
lighter piston was also introduced which had no reinforcing bosses at the pin
and no boss at the bottom. The larger fan pulleys started on "truck
engines" on May 1, 1920.
No significant changes from previous year.
Beginning with about 5,530,000 (November 1921) the cylinder
casting was altered to use the single valve chamber door. Beginning with
5,812,609 (April 3, 1922) all engines used the single door.
During September the "Ford" and "Made in USA" were left
off the side of the block on some of the production.
New lightweight pistons introduced March 12. Beginning April
14 the camshaft was modified to use a shorter front bearing. On July 17 the oil
tube was given a larger intake funnel, and by August 12 all had the new tube. On
July 18 the crankcase was changed to the "four-dip" type. Began
1/32" babbitt in front and center mains in June and in all cars beginning
July 16.
Cylinder casting again modified to have boss at rear to mate
with new transmission cover which bolted to the cylinder beginning July 27, 1925
with S/N 12,218,729. Beginning in July 1926 the engines were painted with
Pyroxylin. The color is not certain but is believed to have been an olive green.
Beginning in August 1926 the felt front crankshaft seal was changed to the asbestos type with the rubber core. During 1927 the hole between the center cylinders was closed. Since all cars used the Vaporizer type carburetor, the throttle rod passed over the engine instead of through it. Sometime during 1927 production (beginning in August 1926) the "Ford" and "Made in USA" began to be omitted from the cylinder head casting.
Late in calendar 1926, the cylinder head and water outlet bolts were given rounded, nickel-plated, heads in an attempt to dress-up the engine appearance.
Note: Model T car production ended at Highland Park May
26 with #15,006,625. (Records show the last number to be 15,007,032 but
according to the engine production figures, only engines (no cars) were built on
May 31, 1927. There was no production from May 27 to May 31, then engines and/or
trucks began on May 31 (15,006,626 to 15,007,032).
The last number was built on August 4, 1941. (Seven T engines built in 1941). 169,855 Model T engines
were built after the last Model T car was produced in 1927.
Date of Change | Factory Number | Change |
07-13-08 | T400 | Adopted |
01-15-09 | T400AR | Added flat to keep rear main bearing bolt from turning |
12-02-26 | T400AR | Obsolete |
02-08-09 | T400B | Removed 1-1/8" boss, also 1/8" pipe tap from front end of cylinder at point marked " A." |
11-05-10 | T400C | New design (enclosed valves) |
01-18-11 | T400C | Changed CS bearings from die cast babbitt to poured. |
03-30-11 | T400C | Moved valve cover door up 1/8". |
04-10-11 | T400C | Removed T-427 valve stem bushing and replace with cast boss |
09-19-11 | T400C | Increased depth of water jacket 3/16" and moved valve cover down 3/16" |
04-16-12 | T400C | Added "Made in U.S.A." to side of engine. |
07-01-12 | T400C | Removed 5/8" spotting bosses from left side. |
12-08-13 | T400C | Removed 1/2’ pipe taps from water jacket. |
07-18-14 | T400C | Removed rear oil hole from center CS bearing. |
10-01-14 | T400C | Specified 1/4" drain holes in valve chambers |
07-23-15 | T400C | Specified rolled finish cylinder walls. |
06-21-16 | T400C | Removed spotting boss from rear end. |
07-24-19 | T400C | Obsolete - replaced by T-400-D tarter type). |
12-17-18 | T400D1 | Adopted for Sedan and Coupe |
04-18-19 | T400D1 | Specified for used on all cars instead of for sedan and coupe only. |
03-27-20 | T400D1 | Reduced number of anchor holes in C.S. main bearings by two each. |
04-05-22 | T400D1 | Obsolete - replaced by T-400-E, (rebored) |
10-18-21 | T400D1 | New design (one valve cover) to be run at a rate of 100 per day |
07-02-25 | T400D2 | Added boss on rear end of water jacket for transmission cover. |
10-20-26 | T400D1 | Specified paint with M-124 |
Date of Change | Factory Number | Change |
12-11-08 | T401BR | Adopted |
12-29-08 | T401BR | Changed screw hole from 25/64 to 29/64" |
03-23-09 | T401BR | Added for use after 1st 250 cars |
12-06-20 | T401BR | Obsolete - "all stock scrapped in June" |
02-01-09 | T401C | Adopted (Thermo-syphon) |
02-14-10 | T401C | Removed spotting boss from rear end |
03-14-11 | T401C | Increased compression space by 3/32" |
07-22-11 | T401C | Added spotting boss to rear end |
04-16-12 | T401C | Added "Made in U.S.A." |
06-10-12 | T401C | Added bosses between combustion chamber and water jacket for 1/8" pipe taps on left side of head. |
11-26-12 | T401C | Removed 1/8" pipe taps for priming. Bosses remain. |
07-17-14 | T401C | Added 3/32 to bottom of head, increases all top to bottom dimensions and lowers compression. |
05-17-17 | T401C | Redesigned High Head Changes ASAP, Use Up Old Stock. |
08-15-17 | T401C | Added 3/4" cored hole between chambers 2 & 3. |
02-23-18 | T401C | Changed rear locating boss from 5/8" square to 1/2" |
09-25-18 | T401C | Reduced height of combustion chamber 1/16" |
01-12-20 | T401C | Removed rear locating boss |
05-18-26 | T401C | Reduced height of combustion chamber 3/32" |
06-22-26 | T401C | Increased height of combustion chamber 3/32". |
10-20-26 | T401C | Specified paint with M-124 |
Other records indicate that in August 1926 the " Made in USA" and "Ford" were being eliminated from the head castings. |
T-483 Cylinder head bolt (3/8-24 x 2-1/8")
12-3-07 | Adopted |
2-11-09 | Obsolete after first 500 cars |
T-483A Cylinder head bolt (7/16-14 x 2-1/8")
T-483B Cylinder head bolt (7/16-14 x 2-9/16")7-6-08 | Adopted |
2-2-09 | We have chamfered the head 45 degrees |
2-11-09 | Used after the first 500 cars. 15 required after the first 2500 cars. |
5-28-10 | Length of threads changed from 5/8" to 3/4" |
6-30-10 | Changed length of screw from 2-7/8" to 2-1/2 " on account of adding 1/16" to T401C (cylinder head). |
11-1-10 | Diameter of screw changed from 7/16" to a limit of .430 to .435". |
4-8-11 | Changed length of bolt from 2-1/2"to 2-5/8" |
4-17-11 | Changed length of screw from 2-5/8" to 2-9/16" |
7-15-14 | Changed distance between bottom of head and bottom of crown from 2-9/16" to 2-5/8". This changes the overall length of bolt from 2-15/16" to 3". This change is to take place at the same time that the new cylinder heads which are 3/32" higher, come through. |
7-25-16 | Changed material from cold rolled Bessemer, to bright wire, one pass, cold drawn, type "E" steel, .428 to .432" diameter. |
11-15-16 | Specified use on 1917 cars. |
12-13-16 | Changed distance across flats on head from 5/8"to .625 to .654" |
5-12-17 | Specified this bolt to be used for repairs only with cylinder head having bosses 2.087 to 2.097" high. |
7-5-17 | Brought drawing up to date by changing material from bright wire, one pass, cold drawn, type "E" steel, in coils, to cold drawn, open hearth, bright, basic, bending steel, type E, in catch eight coils, 26 to 28" inside diameter. |
8-21-17 | Removed crown from lower end, and called for a 45 degree bevel, 1/16"high. Specified length under head to be 2-21/32" and changed over all length from 3" to 2-63/64". |
2-4-19 | Added to panel, one required, as Time Gear Cover to Cylinder screw, Long LHO, Sedan and Coupe 1919. This change brings drawing up to date. |
3-29-21 | Changed material from CDOH BB heading steel type E to CD CH wire type E. |
2-18-24 | Redesigned, specifying threads to be rolled instead of cut. This changes the diameter of stock from .428 - .432 to .380-.384" and weight per 1000 pieces from 151.5# to 120#. (Rolled-thread bolts were used in all production after July 16, 1923 according to engine production records.) |
6-25-24 | Removed pocket from head. |
4-12-17 | Use only with cylinder head having bosses 2-11/16" high. Model TT 1918-19. |
7-5-17 | Brought drawing up to date by changing material from bright wire, one pass, cold drawn, type "E" steel, in coils, to cold drawn, open hearth, bright, basic, bending steel, type E, in catch weight coils, 26 to 28" inside diameter. |
8-21-17 | Removed crown from lower end, and called for a 45 degree bevel, 1/16"high. Specified length under head to be 2-21/32" and changed over all length from 3-5/8" to 3-39/64". |
12-17-18 | Added to panel, 1 req. as Generator Bracket to Cylinder Screw-long for Sedan & Coupe 1919., making a total of 16 req. for this style of screw, on Sedan and Coupe 1919. |
2-4-19 | Removed from panel, 1 req. as Generator Bracket to Cylinder Screw-long for Sedan & Coupe 1919, making a total of these screws on Sedan and Coupe 1919, from 16 to 15. |
3-29-21 | Changed material from CD OH BB heading steel type E to CD CH wire type E. |
11-4-21 | Limits have been specified on the pitch diameter of threads bringing them up to date with the Bureau of Standards. |
3-14-23 | Obsolete and replaced by T-483-C2 |
12-19-19 | Adopted |
8-25-20 | Specified this design to be experimental manufacturing, instead of experimental only. This design is to be run at a rate of 500 per day; stock for this design and T-550-C can be used, but must be taken into consideration when ordering more stock for T-550-C. This drawing was made on 12-19-19 and will be considered as adopted on that date. |
3-29-21 | Changed material from CD OH BB heading steel type E to CD CH wire type E. |
11-4-21 | Limits have been specified on the pitch diameter of threads bringing them up to date with the Bureau of Standards. |
3-14-23 | Removed "Exp. Mfg." From symbol number, which means that this bolt will replace the present design in full production. |
6-25-24 | Removed pocket from head. |
8-4-26 | Changed length of threads from 1-1/8 to 3/4". |
8-23-26 | Added 3/32" crown to top of head changing overall length from 3-9/16 to 3-21/32," and specified the head to be polished, copper plated, nickel plated (400 amperes min. per sq. ft.) and color suffed. (sic, probably should be "buffed"). Specified polished surface to withstand 15 hours in 20% salt spray without rusting and removed weight per 1,000 pieces. Also specified for 1927. |
6-20-28 | Removed Polish, Nickel Plate, etc. And specified Cadmium Plate. |
Little written evidence exists that indicates engines were painted any color. If painted, early cars (1909) were probably painted chassis (body) color, and all were probably black if painted after the early production. Ford records do not seem to indicate any engine paint.
The oil pan (crankcase), after the early production, was painted black. Transmission covers were probably also painted if the engine was, except in the case of the aluminum covers, which were always bare.
The late 1926 and 1927 engines were painted green, according to some records. The green was called (by Ford) Drake Green, and was the same color as the green used on the closed cars. However a letter from the Detroit office, dated September 3, 1926, has this to say:
"We are attaching paint specifications covering the painting of the following parts:
"T4468 Breather Pipe Cap to be enameled. T-2202 Mixing Chamber to be Moleskin Motor Pyroxylin M-124. T-442 Water Outlet Connection to be Moleskin Motor Pyroxylin M-124. T-8719 Water Inlet Connection to be Moleskin Motor Pyroxylin M-124."
Also see "Engine Painting" under PAINTS.
Note: These dimensions are from the Ford Service Course, and relate to new engines built after 1913. There may be variations over the years. Some dimensions will not apply to modern replacement parts (pistons, valves, etc.).
Length of bearings | Front | 2" |
Center | 2-3/16" | |
Rear | 3-1/8" | |
Rods | 1.505" | |
Bearing diameter (all) | 1.248" | |
Overall length | 25-5/32" | |
Length | 22-23/32" | |
Bearing diameters (all) | .748" | |
Bearing lengths | Front | 1.967" |
Center | 2-7/16" | |
Rear | 1.750" | |
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 | Large | 13/16x16 USF |
Small | 9/16 x 18 SAE | |
Cylinder bores | 3.750" dia. | |
6.752" long | ||
Cylinder head bolt holes | 7/16 x 14 | |
Camshaft bearing holes | Front | 1.374-1.375" |
Center | 1.372-1.373" | |
Rear | .9985-1.000" | |
Main bearings | 1.248-1.249" | |
Manifold ports | 1-1/8" (With 1-1/4" countersink, 1/8" deep) | |
Diameter Skirt | 3.748-3.749" | |
2nd ring | 3.743-3.745" | |
Top | 3.738-3.740" | |
Ring grooves | 1/4x13/64 deep | |
Pin bushing diameter | .740-.741" | |
Wrist pin diameter | .740-.741" | |
Wrist pin length | 3-1/2" | |
Ring gaps (original rings) |
Top | .003" |
Center | .005" | |
Bottom | .008" | |
Push Rods | Length | 2-11/32" |
Diam. | .4355-.4365" | |
Head dia. | 1" | |
Push rod guide holes | .437" | |
Diameter of head & upper edge of seat |
1-15/32" | |
Diameter of lower edge | 1-17/64-1-9/32" | |
Width of valve seat | 3/32" | |
Angle of valve seat | 45 degrees | |
Thickness of head | 3/16" | |
Stem diameter | .3105-.312" | |
Overall length | 4.974" + | |
Retainer pin hole 4-19/32" from valve seat line |
.110-.113" | |
Valve lift | 7/32" | |
Valve tappet to stem clearance | .022-.032" | |
Valve ports | 1-5/16" | |
Valve stem guide holes | .3125" |
There is some confusion in the Parts Lists and other sources regarding factory numbers. Some list this number as T800; others as T1526. The letter suffixes are also confusing. T800A, B, C, etc. is the number of the main body of the crankcase. T1526A, B, C. etc. is the assembly of T800 and the side arms, front and rear walls, etc. Factory drawings show T1526E beginning December 28, 1910 but the Parts Lists indicate the number as T1526C until the 1917 models. T1526E in the Parts Lists doesn’t appear until the four-dip pan in 1924.
Date | Factory # | Description |
T815A | Crankcase side arm, first 2500 | |
T819A | Universal ball cap, first 2500 | |
T819B | Universal ball cap, next 2500 | |
T819C | Never used | |
T819D | Universal ball cap, after 5000 | |
11-13-07 | T1526A | Crankcase assembly, first drawing |
11-29-07 | T801A | C.C. support front end, first 2500 |
12-26-07 | T809A | Front radius. rod ball socket adopted |
04-17-08 | T899A | Transmission case flange, 3/16" sheet steel, first 750 cars |
10-01-08 | T800A | C.C., first 2500 |
10-22-08 | T814A | C.C. rear wall, adopted |
10-24-08 | T814 | C.C. rear wall, obsolete |
11-10-08 | T800A | Crankcase, adopted |
11-10-08 | T800B | Crankcase, adopted |
12-22-08 | T801B | C.C. front end, second 2500 |
01-27-09 | T1526A | Crankcase assy. with trough under transmission and long T801 front end |
01-27-09 | T814A | C.C. rear wall. Location of top hole increased from 3/8" to 1" |
02-08-09 | T800B | C.C. Eliminated T813 transmission band support |
02-10-09 | T813 | Trans. band support used on two-lever cars, obsolete this date. |
02-12-09 | T801C | C.C. support front end adopted |
02-24-09 | T801C | C.C. support; added 1" hole and two cavities on either side. |
03-11-09 | T1526C | C.C. assy. Short T801 and forged T899B |
03-12-09 | T1526A | C.C. assy., obsolete |
04-13-09 | T800A | C.C. Clearance for connecting rods increased |
04-13-09 | T800B | C.C. Clearance for connecting rods increased |
04-13-09 | T800B | C.C. added depression beneath transmission for strengthening. |
04-19-09 | T814B | C.C. rear wall, after first 2500 |
08-19-09 | T899B | Transmission case flange adopted |
09-08-09 | T814B | C.C. rear wall. Made a slot 1/2" x 5-1/2" for oil level instead of round hole. |
09-14-09 | T814B | C.C. rear wall. Reduced length of slot to 4-1/2" |
02-15-10 | T800A | C.C. Flattened bottom of pan to accommodate change in oil drain cup. |
02-16-10 | T816 | C.C. drain cup. Changed top surface from cylindrical to flat. |
03-17-10 | T800A | C.C. Increased radius at rear end of pan to accommodate change in flange. |
04-13-10 | T809A | Front radius rod ball socket. Increased height from 3/4" to 1" |
04-13-10 | T800A | C.C. Moved placement of rivets on C.C. arms by 3/16" |
04-13-10 | T815A | C.C. side arm, new design |
04-18-10 | T800A | C.C. Increased distance from top of pan to ball socket by 1/4" |
05-02-10 | T814A | C.C. rear wall, obsolete. |
05-02-10 | T814B | C.C. rear wall, obsolete |
05-04-10 | T899B | Trans. case flange. Change length of transmission cover screw bosses from 5/8 to 3/8" |
05-05-10 | T800A | C.C. Removed T814B rear wall. |
05-11-10 | T807 | C.C. front wall. Redesigned and changed from pressed steel to malleable iron. |
05-11-10 | T808 | C.C. front wall felt block, obsolete |
05-12-10 | T800A | C.C. Moved several rivets in side arm T815A. |
05-15-10 | T809B | Front radius rod ball adopted |
08-31-10 | T1582A | C.C. cover. New drawing for removable inspection plate. |
08-31-10 | T1583 | C.C. cover reinforcement, adopted for three-dip pan. |
09-27-10 | T800C | C.C. Used for first 5000 1911 cars before obsoleting. |
10-01-10 | T1526D | C.C. assy. New design with removable inspection plate. |
10-01-10 | T800C | C.C. First 5000 1911 cars. |
12-28-10 | T1526B | C.C. assy. Used on 2500 cars after the first 2500. |
12-28-10 | T1526E | C.C. assy. Changed number from 1526D to 1526E. |
03-31-11 | T1582A | C.C. cover. Moved furthest rear bolt hole from 3/8" from end to 1/2" |
04-25-11 | T1582A | C.C. cover. Changed size of holes from 11/32 to 23/64" |
05-10-11 | T800B | C.C. Moved wall of transmission pit ahead and increased door flange reinforcement from 3/16 to 1/4" |
05-13-11 | T1582A | C.C. cover. Depth of pockets reduced from 1-1/32" to 7/8" and radius increased from 3-7/8 to 4-1/2" |
06-14-11 | T800B | C.C. Removed rivets that fastened reinforcement to case and spot weld reinforcement and side arms to case. |
07-27-11 | T800B | C.C. Removed reinforcement |
08-04-11 | T800B | C.C. Removed spot welds from side arms |
08-04-11 | T815B | C.C. side arm. Changed number of rivet holes from three to seven. |
08-10-11 | T1526E | C.C. assy. Removed rivets from bottom reinforcement |
10-04-11 | T815A | C.C. side arm. Obsolete |
10-05-11 | T800A | C.C. Obsolete |
11-10-11 | T1526E | C.C. assy. Solder front wall instead of braze |
11-10-11 | T1526E | Removed lock wire from C.C. cover screws |
11-10-11 | T1526E | C.C. assy. Changed side arm rivets from flat head to round head |
09-09-12 | T815B | C.C. side arm. Lowered top of arm from 3/4" to 5/8" (?) |
10-26-12 | T817 | C.C. drain plug. Changed from round slotted to hex |
10-29-12 | T1582A | C.C. cover. Removed reinforcing ridge from outside of cover |
11-18-12 | T815B | C.C. side arm. Reduced number of rivet holes from 7 to 3 and added brazing hole |
11-21-12 | T1526E | C.C. assy. Reduced number of side arm rivet holes from 7 to 5 and added brazing hole |
03-20-13 | T801C | C.C. support front end. Shortened length from 6-27/32 to 5-3/4". Replaced 1" hole with 5/8" radius notch. |
03-20-13 | T816 | Oil drain cup. Reduced height 1/16" because C.C. were made shallow and it was easier to change the cup than to change the crankcase |
04-22-13 | T816 | Oil drain cup. Increased the overall height from 1-1/4 to 1-3/8" |
05-17-13 | T815B | C.C. side arm. Reinforcing pockets at top end to be straight instead of tapered |
07-17-13 | T816 | Oil drain cup redesigned |
07-19-13 | T800D | C.C. Changed diameter of hole in front end from 1" to 7/8" |
10-17-13 | T800D | C.C. Removed T816 drain cup; now stamped integral with the crankcase. T816 Obsolete. |
11-21-13 | T800D | C.C. Changed oil drain pocket to make joint between stamped flange and oil plug tight. |
02-23-14 | T4379A | Rear C.C. reinforcement. Adopted for 3-dip pan T4378 and T4379, replacing T1583. |
02-22-15 | T899B | Trans. case flange. Notches in flange opposite universal ball joint cap screws |
04-15-15 | T1526E | C.C. assy. New design flange at rear end |
04-17-15 | T807 | C.C. front wall. Oil felt groove to be round instead of square |
02-10-16 | T807 | C.C. front wall. Added 5/16" hole in bottom of oil felt groove |
04-10-16 | T800D | C.C. Front end enlarged to allow use of larger fan pulley. |
04-10-16 | T807 | C.C. front wall. Redesigned for wide-nose pan |
07-06-16 | T800D | C.C. Added 5/16" flange at outside of C.C. flange |
07-06-16 | T815B | C.C. side arm. Redesigned to provide clearance for flange around outside of C.C. |
12-19-16 | T807 | C.C. front wall. Increased width of felt groove from 3/8 to 9/16" |
01-18-17 | T1526E | C.C. Assy. Wide nose pan drawn |
03-02-17 | T807 | C.C. front wall. Changed felt groove drain hole to cone-shaped |
04-16-17 | T807 | C.C. front wall. Changed boss on left-hand cylinder front cover screw to have a 45 degree angle. |
12-14-18 | T807 | Changed width of oil felt groove to 1/2" |
03-11-19 | T801D | C.C. support front end. Specified Ford script to be forged in part. |
03-19-19 | T807 | C.C. front wall. Added Ford script |
03-19-19 | T809B | Front radius rod ball socket. Added Ford script. |
03-19-19 | T899B | Transmission case flange. Added Ford scrip to forging |
04-23-19 | T1582A | C.C. cover. Added pocket 1-/4" wide by 3/64" deep around cover to crankcase screw holes |
05-08-19 | T800D | C.C. Added reinforcing rib on front side of flywheel pit. |
05-08-19 | T809B | Front radius rod ball socket. Increased number of rivet holes from 2 to 4. |
02-02-20 | T800D | C.C. Removed two overflow bosses T1528 and draw two bosses in case. |
04-22-20 | T819D | U-joint ball cap. Added 3/8" hole in top of bushing, to be drilled after babbitting. |
07-07-20 | T1526E | C.C. assy. 4-rivet ball socket design released ASAP |
03-16-23 | T815B | C.C. side arm. Moved 3/4" brazing hole up 3/8" |
05-26-23 | T815B | Moved bottom rivet up 3/8" |
06-25-23 | T815B | Made lower end straight instead of beveled |
07-07-23 | T1526E | C.C. assy. Lower end of side arm supports made square instead of beveled. |
01-17-24 | T1582A | C.C. cover. Changed to T1582AR indicating for repairs only. |
01-17-24 | T1582B | C.C. assy. "Four-Dip" pan. (This new pan wasn’t used in production until July 18, 1924 according to engine production records.) |
01-17-24 | T4378B | Front C.C. cover reinforcement for 4-dip pan |
01-17-24 | T43798B | Rear C.C. cover reinforcement for 4-dip pan |
01-17-24 | T809C | Front radius rod ball socket for 4-dip pan |
01-27-24 | T801E | C.C. front end support for 4-dip pan |
03-15-24 | T1526E | Four-dip crankcase drawn |
10-11-24 | T1526E | C.C. Specified universal joint ball cap be held with a stud instead of a bolt |
11-11-24 | T1526E | Wall which supports radius rod ball socket moved forward 1/8" |
02-27-25 | T4378B | Front C.C. cover reinforcement. Increased thickness from .182 to .245 inches |
02-27-25 | T4379B | Rear C.C. cover reinforcement. Increased thickness from .182 to .245 inches |
04-27-25 | T1582B | C.C. cover (door). Removed flange from outside edge and 1/8" offset from inside cover. Increased thickness to .093" |