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2820 Broadway.
From the Ford Model T Forum:
By Richard Gould on Sunday, February 19, 2012 - 09:21 pm:
"The Ruckstell axle integrates with the Ford rear end in that you replace the drivers side axle housing and differential carrier with Ruckstell parts. You use all the Ford items on the passenger side outward of the differential carrier and the Ford axle shaft and outer roller bearing on the drivers side.
There are two shifts, one is regular Ford gearing, the other the Ruckstell underdrive. You combine the two with Ford gearing and you get 4 forward speeds and two reverse. Once in a while you use Ruckstell low, a granny low, and Ruckstell reverse, but the greatest use is Ruckstell high. Ruckstell high is a gearing somewhat between Ford low and Ford high. It is useful when climbing hills that you cannot negotiate in Ford high. It allows you to go about 15 mph rather than the 5 mph you would travel in Ford low."
"Auto Museum Volkswagen - Germany - Wolfsburg"
_______________________________________
The Ford Model T (colloquially known as the Tin Lizzie, T‑Model Ford, Model T, T, Leaping Lena, or flivver) is an automobile that was produced by Ford Motor Company from October 1, 1908, to May 26, 1927. It is generally regarded as the first affordable automobile, the car that opened travel to the common middle-class American; some of this was because of Ford's efficient fabrication, including assembly line production instead of individual hand crafting.
The Ford Model T was named the most influential car of the 20th century in the 1999 Car of the Century competition, ahead of the BMC Mini, Citroën DS, and Volkswagen Type 1. With 16.5 million sold it stands eighth on the top ten list of most sold cars of all time as of 2012.
Although automobiles had already existed for decades, they were still mostly scarce and expensive at the Model T's introduction in 1908. Positioned as reliable, easily maintained mass market transportation, it was a runaway success. In a matter of days after the release, 15,000 orders were placed. The first production Model T was produced on August 12, 1908 and left the factory on September 27, 1908, at the Ford Piquette Avenue Plant in Detroit, Michigan. On May 26, 1927, Henry Ford watched the 15 millionth Model T Ford roll off the assembly line at his factory in Highland Park, Michigan.
There were several cars produced or prototyped by Henry Ford from the founding of the company in 1903 until the Model T was introduced. Although he started with the Model A, there were not 19 production models (A through T); some were only prototypes. The production model immediately before the Model T was the Model S, an upgraded version of the company's largest success to that point, the Model N. The follow-up was the Ford Model A (rather than any Model U). The company publicity said this was because the new car was such a departure from the old that Henry wanted to start all over again with the letter A.
The Model T was Ford's first automobile mass-produced on moving assembly lines with completely interchangeable parts, marketed to the middle class. Henry Ford said of the vehicle:
I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one – and enjoy with his family the blessing of hours of pleasure in God's great open spaces.
Although credit for the development of the assembly line belongs to Ransom E. Olds with the first mass-produced automobile, the Oldsmobile Curved Dash, beginning in 1901, the tremendous advancements in the efficiency of the system over the life of the Model T can be credited almost entirely to the vision of Ford and his engineers.
CHARACTERISTICS
The Model T was designed by Childe Harold Wills, and Hungarian immigrants Joseph A. Galamb and Eugene Farkas. Henry Love, C. J. Smith, Gus Degner and Peter E. Martin were also part of the team. Production of the Model T began in the third quarter of 1908. Collectors today sometimes classify Model Ts by build years and refer to these as "model years", thus labeling the first Model Ts as 1909 models. This is a retroactive classification scheme; the concept of model years as we conceive it today did not exist at the time. The nominal model designation was "Model T", although design revisions did occur during the car's two decades of production.
ENGINE
The Model T had a front-mounted 2.9 L inline four-cylinder engine, producing 20 hp (15 kW), for a top speed of 64–72 km/h. According to Ford Motor Company, the Model T had fuel economy on the order of 13–21 mpg-US (16–25 mpg-imp; 18–11 L/100 km). The engine was capable of running on gasoline, kerosene, or ethanol, although the decreasing cost of gasoline and the later introduction of Prohibition made ethanol an impractical fuel for most users.
The ignition system used an unusual trembler coil system to drive the spark plugs, as used for stationary gas engines, rather than the expensive magnetos that were used on other cars. This ignition also made the Model T more flexible as to the quality or type of fuel it used. The need for a starting battery and also Ford's use of an unusual AC alternator located inside the flywheel housing encouraged the adoption of electric lighting (standard fitment as of 1915), rather than oil or acetylene lamps, but it also delayed the adoption of electric starting, which was not offered until 1919.
TRANSMISSION AND DRIVE TRAIN
The Model T was a rear-wheel drive vehicle. Its transmission was a planetary gear type billed as "three speed". In today's terms it would be considered a two-speed, because one of the three speeds was reverse.
The Model T's transmission was controlled with three foot pedals and a lever that was mounted to the road side of the driver's seat. The throttle was controlled with a lever on the steering wheel. The left pedal was used to engage the gear. With the floor lever in either the mid position or fully forward and the pedal pressed and held forward the car entered low gear. When held in an intermediate position the car was in neutral. If the left pedal was released, the Model T entered high gear, but only when the lever was fully forward – in any other position the pedal would only move up as far as the central neutral position. This allowed the car to be held in neutral while the driver cranked the engine by hand. The car could thus cruise without the driver having to press any of the pedals. There was no separate clutch pedal.
When the car was in neutral, the middle pedal was used to engage reverse gear, and the right pedal operated the transmission brake – there were no separate brakes on the wheels. The floor lever also controlled the parking brake, which was activated by pulling the lever all the way back. This doubled as an emergency brake.
Although it was uncommon, the drive bands could fall out of adjustment, allowing the car to creep, particularly when cold, adding another hazard to attempting to start the car: a person cranking the engine could be forced backward while still holding the crank as the car crept forward, although it was nominally in neutral. As the car utilized a wet clutch, this condition could also occur in cold weather, when the thickened oil prevents the clutch discs from slipping freely. Power reached the differential through a single universal joint attached to a torque tube which drove the rear axle; some models (typically trucks, but available for cars as well) could be equipped with an optional two-speed Ruckstell rear axle shifted by a floor-mounted lever which provided an underdrive gear for easier hill climbing. All gears were vanadium steel running in an oil bath.
Transmission bands and linings
Two main types of band lining material were used:
Cotton – Cotton woven linings were the original type fitted and specified by Ford. Generally, the cotton lining is "kinder" to the drum surface, with damage to the drum caused only by the retaining rivets scoring the drum surface. Although this in itself did not pose a problem, a dragging band resulting from improper adjustment caused overheating transmission and engine, diminished power, and – in the case of cotton linings – rapid destruction of the band lining.
Wood – Wooden linings were originally offered as a "longer life" accessory part during the life of the Model T. They were a single piece of steam bent cottonwood[citation needed] fitted to the normal Model T transmission band. These bands give a very different feel to the pedals, with much more of a "bite" feel. The sensation is of a definite "grip" of the drum and seemed to noticeably increase the feel, in particular of the brake drum.
SUSPENSION AND WHEELS
Model T suspension employed a transversely mounted semi-elliptical spring for each of the front and rear beam axles which allowed a great deal of wheel movement to cope with the dirt roads of the time.
The front axle was drop forged as a single piece of vanadium steel. Ford twisted many axles through eight full rotations (2880 degrees) and sent them to dealers to be put on display to demonstrate its superiority. The Model T did not have a modern service brake. The right foot pedal applied a band around a drum in the transmission, thus stopping the rear wheels from turning. The previously mentioned parking brake lever operated band brakes acting on the inside of the rear brake drums, which were an integral part of the rear wheel hubs. Optional brakes that acted on the outside of the brake drums were available from aftermarket suppliers.
Wheels were wooden artillery wheels, with steel welded-spoke wheels available in 1926 and 1927.
Tires were pneumatic clincher type, 76 cm in diameter, 8.9 cm wide in the rear, 7.5 cm wide in the front. Clinchers needed much higher pressure than today's tires, typically 60 psi (410 kPa), to prevent them from leaving the rim at speed. Horseshoe nails on the roads, together with the high pressure, made flat tires a common problem.
Balloon tires became available in 1925. They were 53 cm × 11 cm all around. Balloon tires were closer in design to today's tires, with steel wires reinforcing the tire bead, making lower pressure possible – typically 35 psi (240 kPa) – giving a softer ride. The old nomenclature for tire size changed from measuring the outer diameter to measuring the rim diameter so 530 mm (rim diameter) × 110 mm (tire width) wheels has about the same outer diameter as 76 cm clincher tires. All tires in this time period used an inner tube to hold the pressurized air; "tubeless" tires were not generally in use until much later.
Wheelbase was 254 cm and standard tread width was 142 cm; 152 cm tread could be obtained on special order, "for Southern roads", identical to the pre-Civil War track gauge for many railroads in the former Confederacy.
COLORS
By 1918, half of all the cars in the US were Model Ts. However, it was a monolithic bloc; Ford wrote in his autobiography that in 1909 he told his management team that in the future “Any customer can have a car painted any color that he wants so long as it is black”.
However, in the first years of production from 1908 to 1913, the Model T was not available in black but rather only gray, green, blue, and red. Green was available for the touring cars, town cars, coupes, and Landaulets. Gray was only available for the town cars, and red only for the touring cars. By 1912, all cars were being painted midnight blue with black fenders. It was only in 1914 that the "any color so long as it is black" policy was finally implemented. It is often stated that Ford suggested the use of black from 1914 to 1926 due to the cheap cost and durability of black paint. During the lifetime production of the Model T, over 30 types of black paint were used on various parts of the car. These were formulated to satisfy the different means of applying the paint to the various parts, and had distinct drying times, depending on the part, paint, and method of drying.
BODY
Although Ford classified the Model T with a single letter designation throughout its entire life and made no distinction by model years, there were enough significant changes to the body over the production life that the car can be classified into five distinct generations. Among the most immediately visible and identifiable changes were in the hood and cowl areas, although many other modifications were made to the vehicle.
1909–1914 – T1 – Characterized by a nearly straight, five-sided hood, with a flat top containing a center hinge and two side sloping sections containing the folding hinges. The firewall was flat from the windshield down with no distinct cowl.
1915–1916 – T2 – The hood design was nearly the same five sided design with the only obvious change being the addition of louvers to the vertical sides. There was a significant change to the cowl area with the windshield relocated significantly behind the firewall and joined with a compound contoured cowl panel.
1917–1923 – T3 – The hood design was changed to a tapered design with a curved top. the folding hinges were now located at the joint between the flat sides and the curved top. This is sometime referred to as the low hood to distinguish if from the later hoods. The back edge of the hood now met the front edge of the cowl panel so that no part of the flat firewall was visible outside of the hood. This design was used the longest and during the highest production years accounting for about half of the total number of Model T's built.
1923–1925 – T4 – This change was made during the 1923 calendar year so models built earlier in the year have the older design while later vehicles have the newer design. The taper of the hood was increased and the rear section at the firewall is about an inch taller and several inches wider than the previous design. While this is a relatively minor change, the parts between the third and fourth generation are not interchangeable.
1926–1927 – T5 – This design change made the greatest difference in the appearance of the car. The hood was again enlarged with the cowl panel no longer a compound curve and blended much more with the line of the hood. The distance between the firewall and the windshield was also increased significantly. This style is sometimes referred to as the high hood.
The styling on the fifth generation was a preview for the following Model A but the two models are visually quite different as the body on the A was much wider and had curved doors as opposed to the flat doors on the T.
DIVERSE APPLICATIONS
When the Model T was designed and introduced, the infrastructure of the world was quite different from today's. Pavement was a rarity except for sidewalks and a few big-city streets. (The sense of the term "pavement" as equivalent with "sidewalk" comes from that era, when streets and roads were generally dirt and sidewalks were a paved way to walk along them.) Agriculture was the occupation of many people. Power tools were scarce outside factories, as were power sources for them; electrification, like pavement, was found usually only in larger towns. Rural electrification and motorized mechanization were embryonic in some regions and nonexistent in most. Henry Ford oversaw the requirements and design of the Model T based on contemporary realities. Consequently, the Model T was (intentionally) almost as much a tractor and portable engine as it was an automobile. It has always been well regarded for its all-terrain abilities and ruggedness. It could travel a rocky, muddy farm lane, cross a shallow stream, climb a steep hill, and be parked on the other side to have one of its wheels removed and a pulley fastened to the hub for a flat belt to drive a bucksaw, thresher, silo blower, conveyor for filling corn cribs or haylofts, baler, water pump, electrical generator, and many other applications. One unique application of the Model T was shown in the October 1922 issue of Fordson Farmer magazine. It showed a minister who had transformed his Model T into a mobile church, complete with small organ.
During this era, entire automobiles (including thousands of Model Ts) were even hacked apart by their owners and reconfigured into custom machinery permanently dedicated to a purpose, such as homemade tractors and ice saws,. Dozens of aftermarket companies sold prefab kits to facilitate the T's conversion from car to tractor. The Model T had been around for a decade before the Fordson tractor became available (1917–18), and many Ts had been converted for field use. (For example, Harry Ferguson, later famous for his hitches and tractors, worked on Eros Model T tractor conversions before he worked with Fordsons and others.) During the next decade, Model T tractor conversion kits were harder to sell, as the Fordson and then the Farmall (1924), as well as other light and affordable tractors, served the farm market. But during the Depression (1930s), Model T tractor conversion kits had a resurgence, because by then used Model Ts and junkyard parts for them were plentiful and cheap.
Like many popular car engines of the era, the Model T engine was also used on home-built aircraft (such as the Pietenpol Sky Scout) and motorboats.
An armored car variant (called the FT-B) was developed in Poland in 1920.
Many Model Ts were converted into vehicles which could travel across heavy snows with kits on the rear wheels (sometimes with an extra pair of rear-mounted wheels and two sets of continuous track to mount on the now-tandemed rear wheels, essentially making it a half-track) and skis replacing the front wheels. They were popular for rural mail delivery for a time. The common name for these conversions of cars and small trucks was "snowflyers". These vehicles were extremely popular in the northern reaches of Canada where factories were set up to produce them.
A number of companies built Model T–based railcars. In The Great Railway Bazaar, Paul Theroux mentions a rail journey in India on such a railcar. The New Zealand Railways Department's RM class included a few.
PRODUCTION
MASS PRODUCTION
The knowledge and skills needed by a factory worker were reduced to 84 areas. When introduced, the T used the building methods typical at the time, assembly by hand, and production was small. The Ford Piquette Avenue Plant could not keep up with demand for the Model T, and only 11 cars were built there during the first full month of production. More and more machines were used to reduce the complexity within the 84 defined areas. In 1910, after assembling nearly 12,000 Model Ts, Henry Ford moved the company to the new Highland Park complex.
As a result, Ford's cars came off the line in three-minute intervals, much faster than previous methods, reducing production time by a factor of eight (requiring 12.5 hours before, 93 minutes afterwards), while using less manpower. By 1914, the assembly process for the Model T had been so streamlined it took only 93 minutes to assemble a car. That year Ford produced more cars than all other automakers combined. The Model T was a great commercial success, and by the time Henry made his 10 millionth car, 50 percent of all cars in the world were Fords. It was so successful that Ford did not purchase any advertising between 1917 and 1923, instead it became so famous that people now considered it a norm; more than 15 million Model Ts were manufactured, reaching a rate of 9,000 to 10,000 cars a day in 1925, or 2 million annually, more than any other model of its day, at a price of just $260 (or about $3,240 in 2016 dollars). Model T production was finally surpassed by the Volkswagen Beetle on February 17, 1972.
Henry Ford's ideological approach to Model T design was one of getting it right and then keeping it the same; he believed the Model T was all the car a person would, or could, ever need. As other companies offered comfort and styling advantages, at competitive prices, the Model T lost market share. Design changes were not as few as the public perceived, but the idea of an unchanging model was kept intact. Eventually, on May 26, 1927, Ford Motor Company ceased US production and began the changeovers required to produce the Model A. Some of the other Model T factories in the world continued a short while.
Model T engines continued to be produced until August 4, 1941. Almost 170,000 were built after car production stopped, as replacement engines were required to service already produced vehicles. Racers and enthusiasts, forerunners of modern hot rodders, used the Model T's block to build popular and cheap racing engines, including Cragar, Navarro, and famously the Frontenacs ("Fronty Fords") of the Chevrolet brothers, among many others.
The Model T employed some advanced technology, for example, its use of vanadium steel alloy. Its durability was phenomenal, and many Model Ts and their parts remain in running order nearly a century later. Although Henry Ford resisted some kinds of change, he always championed the advancement of materials engineering, and often mechanical engineering and industrial engineering.
In 2002, Ford built a final batch of six Model Ts as part of their 2003 centenary celebrations. These cars were assembled from remaining new components and other parts produced from the original drawings. The last of the six was used for publicity purposes in the UK.
Although Ford no longer manufactures parts for the Model T, many parts are still manufactured through private companies as replicas to service the thousands of Model Ts still in operation today. On May 26, 1927 Henry Ford and his son Edsel, drove the 15 millionth Model T out of the factory. This marked the famous automobile's official last day of production at the main factory.
PRICE AND PRODUCTION
The assembly line system allowed Ford to sell his cars at a price lower than his competitors due to the efficiency of the system. As he continued to fine-tune the system, he was able to keep reducing his costs. As his volume increased, he was able to also lower the prices due to fixed costs being spread over a larger number of vehicles. Other factors affected the price such as material costs and design changes.
The figures below are US production numbers compiled by R.E. Houston, Ford Production Department, August 3, 1927. The figures between 1909 and 1920 are for Ford's fiscal year. From 1909 to 1913, the fiscal year was from October 1 to September 30 the following calendar year with the year number being the year it ended in. For the 1914 fiscal year, the year was October 1, 1913 through July 31, 1914. Starting in August 1914, and through the end of the Model T era, the fiscal year was August 1 through July 31. Beginning with January 1920 the figures are for the calendar year.
RECYCLING
Henry Ford used wood scraps from the production of Model Ts to make charcoal. Originally named Ford Charcoal, the name was changed to Kingsford Charcoal after Ford's brother-in-law E. G. Kingsford brokered the selection of the new charcoal plant site. Lumber for production of the Model T came from the same location, built in 1920 called the Ford Iron Mountain Plant, which incorporated a sawmill where lumber from Ford purchased land in the Upper Peninsula of Michigan was sent to the River Rouge Plant; scrap wood was then returned for charcoal production.
FIRST GLOBAL CAR
The Ford Model T was the first automobile built by various countries simultaneously since they were being produced in Walkerville, Canada and in Trafford Park, Greater Manchester, England starting in 1911 and were later assembled in Germany, Argentina, France, Spain, Denmark, Norway, Belgium, Brazil, Mexico, and Japan, as well as several locations throughout the US. Ford made use of the knock-down kit concept almost from the beginning of the company as freight and production costs from Detroit had Ford assembling vehicles in major metropolitan centers of the US.
The Aeroford was an English automobile manufactured in Bayswater, London, from 1920 to 1925. It was a Model T with distinct hood and grille to make it appear to be a totally different design, what later would have been called badge engineering. The Aeroford sold from £288 in 1920, dropping to £168-214 by 1925. It was available as a two-seater, four-seater, or coupé.
ADVERTISING AND MARKETING
Ford created a massive publicity machine in Detroit to ensure every newspaper carried stories and advertisements about the new product. Ford's network of local dealers made the car ubiquitous in virtually every city in North America. As independent dealers, the franchises grew rich and publicized not just the Ford but the very concept of automobiling; local motor clubs sprang up to help new drivers and to explore the countryside. Ford was always eager to sell to farmers, who looked on the vehicle as a commercial device to help their business. Sales skyrocketed – several years posted around 100 percent gains on the previous year.
CAR CLUBS
Cars built before 1919 are classed as veteran cars and later models as vintage cars. Today, four main clubs exist to support the preservation and restoration of these cars: the Model T Ford Club International, the Model T Ford Club of America[51] and the combined clubs of Australia. With many chapters of clubs around the world, the Model T Ford Club of Victoria[52] has a membership with a considerable number of uniquely Australian cars. (Australia produced its own car bodies, and therefore many differences occurred between the Australian bodied tourers and the US/Canadian cars.) In the UK, the Model T Ford Register of Great Britain celebrated its 50th anniversary in 2010. Many steel Model T parts are still manufactured today, and even fiberglass replicas of their distinctive bodies are produced, which are popular for T-bucket style hot rods (as immortalized in the Jan and Dean surf music song "Bucket T", which was later recorded by The Who). In 1949, more than twenty years after the end of production, 200,000 Model Ts were registered in the United States. In 2008, it was estimated that about 50,000 to 60,000 Ford Model Ts remain roadworthy.
WIKIPEDIA
got the pleasure on shooting my buddy Kevin's sick ass Dinan M3.
Dinan Intake
Dinan Underdrive Pulley
Dinan Stage 3 Suspension System
Dinan Free flow Exhaust
Dinan Stage 2 ECU
Active Autowerks Midpipe
Various Carbon Goodies.
Austin 7 RP Box Saloon (1934) Engine 747cc Production 83140
Registration Number AVX 829
Name: Beatrix
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
Longer 81 inch wheelbase, with wider track and doors, and no rear body overhang. Only deluxe models in 1932 but the range updated with a four speed box and an underdrive first for 1933 and in the same year mechanical fuel pump. 1934 cars have exposed trafficators and syncromesh.
This car was first registered 23rd March 1934 and having sevral keepers until 1966 when she was bought for a Rupert Bray as a 15th Birthday present. He stripped her to a bare chassis and raced around a field, he later restored and rebuilt her returning her to the road in 1974. Rupert was killed in 1983 in a plane crash in Nigeria, the car passing to his sister who stored her until 1998, when she was bought by a lady from Worcestershire but was little used. The present owner, a former Austin Seven owner in his youth, bought her in 2006 and has since restored her back to her 1934 condition..
Many Thanks for a fan'dabi'dozi 26,690,100 views
Shot 07:07:2014 at on Cars in the Park, Beacon Park, Lichfield REF 102-910
"Auto Museum Volkswagen - Germany - Wolfsburg"
_______________________________________
The Ford Model T (colloquially known as the Tin Lizzie, T‑Model Ford, Model T, T, Leaping Lena, or flivver) is an automobile that was produced by Ford Motor Company from October 1, 1908, to May 26, 1927. It is generally regarded as the first affordable automobile, the car that opened travel to the common middle-class American; some of this was because of Ford's efficient fabrication, including assembly line production instead of individual hand crafting.
The Ford Model T was named the most influential car of the 20th century in the 1999 Car of the Century competition, ahead of the BMC Mini, Citroën DS, and Volkswagen Type 1. With 16.5 million sold it stands eighth on the top ten list of most sold cars of all time as of 2012.
Although automobiles had already existed for decades, they were still mostly scarce and expensive at the Model T's introduction in 1908. Positioned as reliable, easily maintained mass market transportation, it was a runaway success. In a matter of days after the release, 15,000 orders were placed. The first production Model T was produced on August 12, 1908 and left the factory on September 27, 1908, at the Ford Piquette Avenue Plant in Detroit, Michigan. On May 26, 1927, Henry Ford watched the 15 millionth Model T Ford roll off the assembly line at his factory in Highland Park, Michigan.
There were several cars produced or prototyped by Henry Ford from the founding of the company in 1903 until the Model T was introduced. Although he started with the Model A, there were not 19 production models (A through T); some were only prototypes. The production model immediately before the Model T was the Model S, an upgraded version of the company's largest success to that point, the Model N. The follow-up was the Ford Model A (rather than any Model U). The company publicity said this was because the new car was such a departure from the old that Henry wanted to start all over again with the letter A.
The Model T was Ford's first automobile mass-produced on moving assembly lines with completely interchangeable parts, marketed to the middle class. Henry Ford said of the vehicle:
I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one – and enjoy with his family the blessing of hours of pleasure in God's great open spaces.
Although credit for the development of the assembly line belongs to Ransom E. Olds with the first mass-produced automobile, the Oldsmobile Curved Dash, beginning in 1901, the tremendous advancements in the efficiency of the system over the life of the Model T can be credited almost entirely to the vision of Ford and his engineers.
CHARACTERISTICS
The Model T was designed by Childe Harold Wills, and Hungarian immigrants Joseph A. Galamb and Eugene Farkas. Henry Love, C. J. Smith, Gus Degner and Peter E. Martin were also part of the team. Production of the Model T began in the third quarter of 1908. Collectors today sometimes classify Model Ts by build years and refer to these as "model years", thus labeling the first Model Ts as 1909 models. This is a retroactive classification scheme; the concept of model years as we conceive it today did not exist at the time. The nominal model designation was "Model T", although design revisions did occur during the car's two decades of production.
ENGINE
The Model T had a front-mounted 2.9 L inline four-cylinder engine, producing 20 hp (15 kW), for a top speed of 64–72 km/h. According to Ford Motor Company, the Model T had fuel economy on the order of 13–21 mpg-US (16–25 mpg-imp; 18–11 L/100 km). The engine was capable of running on gasoline, kerosene, or ethanol, although the decreasing cost of gasoline and the later introduction of Prohibition made ethanol an impractical fuel for most users.
The ignition system used an unusual trembler coil system to drive the spark plugs, as used for stationary gas engines, rather than the expensive magnetos that were used on other cars. This ignition also made the Model T more flexible as to the quality or type of fuel it used. The need for a starting battery and also Ford's use of an unusual AC alternator located inside the flywheel housing encouraged the adoption of electric lighting (standard fitment as of 1915), rather than oil or acetylene lamps, but it also delayed the adoption of electric starting, which was not offered until 1919.
TRANSMISSION AND DRIVE TRAIN
The Model T was a rear-wheel drive vehicle. Its transmission was a planetary gear type billed as "three speed". In today's terms it would be considered a two-speed, because one of the three speeds was reverse.
The Model T's transmission was controlled with three foot pedals and a lever that was mounted to the road side of the driver's seat. The throttle was controlled with a lever on the steering wheel. The left pedal was used to engage the gear. With the floor lever in either the mid position or fully forward and the pedal pressed and held forward the car entered low gear. When held in an intermediate position the car was in neutral. If the left pedal was released, the Model T entered high gear, but only when the lever was fully forward – in any other position the pedal would only move up as far as the central neutral position. This allowed the car to be held in neutral while the driver cranked the engine by hand. The car could thus cruise without the driver having to press any of the pedals. There was no separate clutch pedal.
When the car was in neutral, the middle pedal was used to engage reverse gear, and the right pedal operated the transmission brake – there were no separate brakes on the wheels. The floor lever also controlled the parking brake, which was activated by pulling the lever all the way back. This doubled as an emergency brake.
Although it was uncommon, the drive bands could fall out of adjustment, allowing the car to creep, particularly when cold, adding another hazard to attempting to start the car: a person cranking the engine could be forced backward while still holding the crank as the car crept forward, although it was nominally in neutral. As the car utilized a wet clutch, this condition could also occur in cold weather, when the thickened oil prevents the clutch discs from slipping freely. Power reached the differential through a single universal joint attached to a torque tube which drove the rear axle; some models (typically trucks, but available for cars as well) could be equipped with an optional two-speed Ruckstell rear axle shifted by a floor-mounted lever which provided an underdrive gear for easier hill climbing. All gears were vanadium steel running in an oil bath.
Transmission bands and linings
Two main types of band lining material were used:
Cotton – Cotton woven linings were the original type fitted and specified by Ford. Generally, the cotton lining is "kinder" to the drum surface, with damage to the drum caused only by the retaining rivets scoring the drum surface. Although this in itself did not pose a problem, a dragging band resulting from improper adjustment caused overheating transmission and engine, diminished power, and – in the case of cotton linings – rapid destruction of the band lining.
Wood – Wooden linings were originally offered as a "longer life" accessory part during the life of the Model T. They were a single piece of steam bent cottonwood[citation needed] fitted to the normal Model T transmission band. These bands give a very different feel to the pedals, with much more of a "bite" feel. The sensation is of a definite "grip" of the drum and seemed to noticeably increase the feel, in particular of the brake drum.
SUSPENSION AND WHEELS
Model T suspension employed a transversely mounted semi-elliptical spring for each of the front and rear beam axles which allowed a great deal of wheel movement to cope with the dirt roads of the time.
The front axle was drop forged as a single piece of vanadium steel. Ford twisted many axles through eight full rotations (2880 degrees) and sent them to dealers to be put on display to demonstrate its superiority. The Model T did not have a modern service brake. The right foot pedal applied a band around a drum in the transmission, thus stopping the rear wheels from turning. The previously mentioned parking brake lever operated band brakes acting on the inside of the rear brake drums, which were an integral part of the rear wheel hubs. Optional brakes that acted on the outside of the brake drums were available from aftermarket suppliers.
Wheels were wooden artillery wheels, with steel welded-spoke wheels available in 1926 and 1927.
Tires were pneumatic clincher type, 76 cm in diameter, 8.9 cm wide in the rear, 7.5 cm wide in the front. Clinchers needed much higher pressure than today's tires, typically 60 psi (410 kPa), to prevent them from leaving the rim at speed. Horseshoe nails on the roads, together with the high pressure, made flat tires a common problem.
Balloon tires became available in 1925. They were 53 cm × 11 cm all around. Balloon tires were closer in design to today's tires, with steel wires reinforcing the tire bead, making lower pressure possible – typically 35 psi (240 kPa) – giving a softer ride. The old nomenclature for tire size changed from measuring the outer diameter to measuring the rim diameter so 530 mm (rim diameter) × 110 mm (tire width) wheels has about the same outer diameter as 76 cm clincher tires. All tires in this time period used an inner tube to hold the pressurized air; "tubeless" tires were not generally in use until much later.
Wheelbase was 254 cm and standard tread width was 142 cm; 152 cm tread could be obtained on special order, "for Southern roads", identical to the pre-Civil War track gauge for many railroads in the former Confederacy.
COLORS
By 1918, half of all the cars in the US were Model Ts. However, it was a monolithic bloc; Ford wrote in his autobiography that in 1909 he told his management team that in the future “Any customer can have a car painted any color that he wants so long as it is black”.
However, in the first years of production from 1908 to 1913, the Model T was not available in black but rather only gray, green, blue, and red. Green was available for the touring cars, town cars, coupes, and Landaulets. Gray was only available for the town cars, and red only for the touring cars. By 1912, all cars were being painted midnight blue with black fenders. It was only in 1914 that the "any color so long as it is black" policy was finally implemented. It is often stated that Ford suggested the use of black from 1914 to 1926 due to the cheap cost and durability of black paint. During the lifetime production of the Model T, over 30 types of black paint were used on various parts of the car. These were formulated to satisfy the different means of applying the paint to the various parts, and had distinct drying times, depending on the part, paint, and method of drying.
BODY
Although Ford classified the Model T with a single letter designation throughout its entire life and made no distinction by model years, there were enough significant changes to the body over the production life that the car can be classified into five distinct generations. Among the most immediately visible and identifiable changes were in the hood and cowl areas, although many other modifications were made to the vehicle.
1909–1914 – T1 – Characterized by a nearly straight, five-sided hood, with a flat top containing a center hinge and two side sloping sections containing the folding hinges. The firewall was flat from the windshield down with no distinct cowl.
1915–1916 – T2 – The hood design was nearly the same five sided design with the only obvious change being the addition of louvers to the vertical sides. There was a significant change to the cowl area with the windshield relocated significantly behind the firewall and joined with a compound contoured cowl panel.
1917–1923 – T3 – The hood design was changed to a tapered design with a curved top. the folding hinges were now located at the joint between the flat sides and the curved top. This is sometime referred to as the low hood to distinguish if from the later hoods. The back edge of the hood now met the front edge of the cowl panel so that no part of the flat firewall was visible outside of the hood. This design was used the longest and during the highest production years accounting for about half of the total number of Model T's built.
1923–1925 – T4 – This change was made during the 1923 calendar year so models built earlier in the year have the older design while later vehicles have the newer design. The taper of the hood was increased and the rear section at the firewall is about an inch taller and several inches wider than the previous design. While this is a relatively minor change, the parts between the third and fourth generation are not interchangeable.
1926–1927 – T5 – This design change made the greatest difference in the appearance of the car. The hood was again enlarged with the cowl panel no longer a compound curve and blended much more with the line of the hood. The distance between the firewall and the windshield was also increased significantly. This style is sometimes referred to as the high hood.
The styling on the fifth generation was a preview for the following Model A but the two models are visually quite different as the body on the A was much wider and had curved doors as opposed to the flat doors on the T.
DIVERSE APPLICATIONS
When the Model T was designed and introduced, the infrastructure of the world was quite different from today's. Pavement was a rarity except for sidewalks and a few big-city streets. (The sense of the term "pavement" as equivalent with "sidewalk" comes from that era, when streets and roads were generally dirt and sidewalks were a paved way to walk along them.) Agriculture was the occupation of many people. Power tools were scarce outside factories, as were power sources for them; electrification, like pavement, was found usually only in larger towns. Rural electrification and motorized mechanization were embryonic in some regions and nonexistent in most. Henry Ford oversaw the requirements and design of the Model T based on contemporary realities. Consequently, the Model T was (intentionally) almost as much a tractor and portable engine as it was an automobile. It has always been well regarded for its all-terrain abilities and ruggedness. It could travel a rocky, muddy farm lane, cross a shallow stream, climb a steep hill, and be parked on the other side to have one of its wheels removed and a pulley fastened to the hub for a flat belt to drive a bucksaw, thresher, silo blower, conveyor for filling corn cribs or haylofts, baler, water pump, electrical generator, and many other applications. One unique application of the Model T was shown in the October 1922 issue of Fordson Farmer magazine. It showed a minister who had transformed his Model T into a mobile church, complete with small organ.
During this era, entire automobiles (including thousands of Model Ts) were even hacked apart by their owners and reconfigured into custom machinery permanently dedicated to a purpose, such as homemade tractors and ice saws,. Dozens of aftermarket companies sold prefab kits to facilitate the T's conversion from car to tractor. The Model T had been around for a decade before the Fordson tractor became available (1917–18), and many Ts had been converted for field use. (For example, Harry Ferguson, later famous for his hitches and tractors, worked on Eros Model T tractor conversions before he worked with Fordsons and others.) During the next decade, Model T tractor conversion kits were harder to sell, as the Fordson and then the Farmall (1924), as well as other light and affordable tractors, served the farm market. But during the Depression (1930s), Model T tractor conversion kits had a resurgence, because by then used Model Ts and junkyard parts for them were plentiful and cheap.
Like many popular car engines of the era, the Model T engine was also used on home-built aircraft (such as the Pietenpol Sky Scout) and motorboats.
An armored car variant (called the FT-B) was developed in Poland in 1920.
Many Model Ts were converted into vehicles which could travel across heavy snows with kits on the rear wheels (sometimes with an extra pair of rear-mounted wheels and two sets of continuous track to mount on the now-tandemed rear wheels, essentially making it a half-track) and skis replacing the front wheels. They were popular for rural mail delivery for a time. The common name for these conversions of cars and small trucks was "snowflyers". These vehicles were extremely popular in the northern reaches of Canada where factories were set up to produce them.
A number of companies built Model T–based railcars. In The Great Railway Bazaar, Paul Theroux mentions a rail journey in India on such a railcar. The New Zealand Railways Department's RM class included a few.
PRODUCTION
MASS PRODUCTION
The knowledge and skills needed by a factory worker were reduced to 84 areas. When introduced, the T used the building methods typical at the time, assembly by hand, and production was small. The Ford Piquette Avenue Plant could not keep up with demand for the Model T, and only 11 cars were built there during the first full month of production. More and more machines were used to reduce the complexity within the 84 defined areas. In 1910, after assembling nearly 12,000 Model Ts, Henry Ford moved the company to the new Highland Park complex.
As a result, Ford's cars came off the line in three-minute intervals, much faster than previous methods, reducing production time by a factor of eight (requiring 12.5 hours before, 93 minutes afterwards), while using less manpower. By 1914, the assembly process for the Model T had been so streamlined it took only 93 minutes to assemble a car. That year Ford produced more cars than all other automakers combined. The Model T was a great commercial success, and by the time Henry made his 10 millionth car, 50 percent of all cars in the world were Fords. It was so successful that Ford did not purchase any advertising between 1917 and 1923, instead it became so famous that people now considered it a norm; more than 15 million Model Ts were manufactured, reaching a rate of 9,000 to 10,000 cars a day in 1925, or 2 million annually, more than any other model of its day, at a price of just $260 (or about $3,240 in 2016 dollars). Model T production was finally surpassed by the Volkswagen Beetle on February 17, 1972.
Henry Ford's ideological approach to Model T design was one of getting it right and then keeping it the same; he believed the Model T was all the car a person would, or could, ever need. As other companies offered comfort and styling advantages, at competitive prices, the Model T lost market share. Design changes were not as few as the public perceived, but the idea of an unchanging model was kept intact. Eventually, on May 26, 1927, Ford Motor Company ceased US production and began the changeovers required to produce the Model A. Some of the other Model T factories in the world continued a short while.
Model T engines continued to be produced until August 4, 1941. Almost 170,000 were built after car production stopped, as replacement engines were required to service already produced vehicles. Racers and enthusiasts, forerunners of modern hot rodders, used the Model T's block to build popular and cheap racing engines, including Cragar, Navarro, and famously the Frontenacs ("Fronty Fords") of the Chevrolet brothers, among many others.
The Model T employed some advanced technology, for example, its use of vanadium steel alloy. Its durability was phenomenal, and many Model Ts and their parts remain in running order nearly a century later. Although Henry Ford resisted some kinds of change, he always championed the advancement of materials engineering, and often mechanical engineering and industrial engineering.
In 2002, Ford built a final batch of six Model Ts as part of their 2003 centenary celebrations. These cars were assembled from remaining new components and other parts produced from the original drawings. The last of the six was used for publicity purposes in the UK.
Although Ford no longer manufactures parts for the Model T, many parts are still manufactured through private companies as replicas to service the thousands of Model Ts still in operation today. On May 26, 1927 Henry Ford and his son Edsel, drove the 15 millionth Model T out of the factory. This marked the famous automobile's official last day of production at the main factory.
PRICE AND PRODUCTION
The assembly line system allowed Ford to sell his cars at a price lower than his competitors due to the efficiency of the system. As he continued to fine-tune the system, he was able to keep reducing his costs. As his volume increased, he was able to also lower the prices due to fixed costs being spread over a larger number of vehicles. Other factors affected the price such as material costs and design changes.
The figures below are US production numbers compiled by R.E. Houston, Ford Production Department, August 3, 1927. The figures between 1909 and 1920 are for Ford's fiscal year. From 1909 to 1913, the fiscal year was from October 1 to September 30 the following calendar year with the year number being the year it ended in. For the 1914 fiscal year, the year was October 1, 1913 through July 31, 1914. Starting in August 1914, and through the end of the Model T era, the fiscal year was August 1 through July 31. Beginning with January 1920 the figures are for the calendar year.
RECYCLING
Henry Ford used wood scraps from the production of Model Ts to make charcoal. Originally named Ford Charcoal, the name was changed to Kingsford Charcoal after Ford's brother-in-law E. G. Kingsford brokered the selection of the new charcoal plant site. Lumber for production of the Model T came from the same location, built in 1920 called the Ford Iron Mountain Plant, which incorporated a sawmill where lumber from Ford purchased land in the Upper Peninsula of Michigan was sent to the River Rouge Plant; scrap wood was then returned for charcoal production.
FIRST GLOBAL CAR
The Ford Model T was the first automobile built by various countries simultaneously since they were being produced in Walkerville, Canada and in Trafford Park, Greater Manchester, England starting in 1911 and were later assembled in Germany, Argentina, France, Spain, Denmark, Norway, Belgium, Brazil, Mexico, and Japan, as well as several locations throughout the US. Ford made use of the knock-down kit concept almost from the beginning of the company as freight and production costs from Detroit had Ford assembling vehicles in major metropolitan centers of the US.
The Aeroford was an English automobile manufactured in Bayswater, London, from 1920 to 1925. It was a Model T with distinct hood and grille to make it appear to be a totally different design, what later would have been called badge engineering. The Aeroford sold from £288 in 1920, dropping to £168-214 by 1925. It was available as a two-seater, four-seater, or coupé.
ADVERTISING AND MARKETING
Ford created a massive publicity machine in Detroit to ensure every newspaper carried stories and advertisements about the new product. Ford's network of local dealers made the car ubiquitous in virtually every city in North America. As independent dealers, the franchises grew rich and publicized not just the Ford but the very concept of automobiling; local motor clubs sprang up to help new drivers and to explore the countryside. Ford was always eager to sell to farmers, who looked on the vehicle as a commercial device to help their business. Sales skyrocketed – several years posted around 100 percent gains on the previous year.
CAR CLUBS
Cars built before 1919 are classed as veteran cars and later models as vintage cars. Today, four main clubs exist to support the preservation and restoration of these cars: the Model T Ford Club International, the Model T Ford Club of America[51] and the combined clubs of Australia. With many chapters of clubs around the world, the Model T Ford Club of Victoria[52] has a membership with a considerable number of uniquely Australian cars. (Australia produced its own car bodies, and therefore many differences occurred between the Australian bodied tourers and the US/Canadian cars.) In the UK, the Model T Ford Register of Great Britain celebrated its 50th anniversary in 2010. Many steel Model T parts are still manufactured today, and even fiberglass replicas of their distinctive bodies are produced, which are popular for T-bucket style hot rods (as immortalized in the Jan and Dean surf music song "Bucket T", which was later recorded by The Who). In 1949, more than twenty years after the end of production, 200,000 Model Ts were registered in the United States. In 2008, it was estimated that about 50,000 to 60,000 Ford Model Ts remain roadworthy.
WIKIPEDIA
Austin Seven RP Saloon Long (1932-34) Engine 747cc S4 SV Production 63140 (all 7hp 1932-34)
Registration Number WV 5598
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
Built on a longer 87 inch wheelbase with a wider track and doors with more interior space. Four speed, (underdrive first) introduced on the Deluxe in 1932 and the rest of the range for 1933 when a mechanical fuel pump and rear fuel tank was introduced. 1934 models received syncromesh gears and exposed trafficators.
Shot 13:04:2013 at The Pride of Longbridge Rally, Cofton Park, Birmingham REF 90b-478
Droplets of cooking oil in a glass of water. Camera on tripod and self-timer used. Old lens reversed for macro shots. Off camera flash used - bounced off of various coloured cards. Colours adjusted on computer.
Strange, silly or obscure science fictiony sounding title chosen without any good reason.
All of my oil droppy images are now slopping about on Youtube. See,
"Auto Museum Volkswagen - Germany - Wolfsburg"
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The Ford Model T (colloquially known as the Tin Lizzie, T‑Model Ford, Model T, T, Leaping Lena, or flivver) is an automobile that was produced by Ford Motor Company from October 1, 1908, to May 26, 1927. It is generally regarded as the first affordable automobile, the car that opened travel to the common middle-class American; some of this was because of Ford's efficient fabrication, including assembly line production instead of individual hand crafting.
The Ford Model T was named the most influential car of the 20th century in the 1999 Car of the Century competition, ahead of the BMC Mini, Citroën DS, and Volkswagen Type 1. With 16.5 million sold it stands eighth on the top ten list of most sold cars of all time as of 2012.
Although automobiles had already existed for decades, they were still mostly scarce and expensive at the Model T's introduction in 1908. Positioned as reliable, easily maintained mass market transportation, it was a runaway success. In a matter of days after the release, 15,000 orders were placed. The first production Model T was produced on August 12, 1908 and left the factory on September 27, 1908, at the Ford Piquette Avenue Plant in Detroit, Michigan. On May 26, 1927, Henry Ford watched the 15 millionth Model T Ford roll off the assembly line at his factory in Highland Park, Michigan.
There were several cars produced or prototyped by Henry Ford from the founding of the company in 1903 until the Model T was introduced. Although he started with the Model A, there were not 19 production models (A through T); some were only prototypes. The production model immediately before the Model T was the Model S, an upgraded version of the company's largest success to that point, the Model N. The follow-up was the Ford Model A (rather than any Model U). The company publicity said this was because the new car was such a departure from the old that Henry wanted to start all over again with the letter A.
The Model T was Ford's first automobile mass-produced on moving assembly lines with completely interchangeable parts, marketed to the middle class. Henry Ford said of the vehicle:
I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one – and enjoy with his family the blessing of hours of pleasure in God's great open spaces.
Although credit for the development of the assembly line belongs to Ransom E. Olds with the first mass-produced automobile, the Oldsmobile Curved Dash, beginning in 1901, the tremendous advancements in the efficiency of the system over the life of the Model T can be credited almost entirely to the vision of Ford and his engineers.
CHARACTERISTICS
The Model T was designed by Childe Harold Wills, and Hungarian immigrants Joseph A. Galamb and Eugene Farkas. Henry Love, C. J. Smith, Gus Degner and Peter E. Martin were also part of the team. Production of the Model T began in the third quarter of 1908. Collectors today sometimes classify Model Ts by build years and refer to these as "model years", thus labeling the first Model Ts as 1909 models. This is a retroactive classification scheme; the concept of model years as we conceive it today did not exist at the time. The nominal model designation was "Model T", although design revisions did occur during the car's two decades of production.
ENGINE
The Model T had a front-mounted 2.9 L inline four-cylinder engine, producing 20 hp (15 kW), for a top speed of 64–72 km/h. According to Ford Motor Company, the Model T had fuel economy on the order of 13–21 mpg-US (16–25 mpg-imp; 18–11 L/100 km). The engine was capable of running on gasoline, kerosene, or ethanol, although the decreasing cost of gasoline and the later introduction of Prohibition made ethanol an impractical fuel for most users.
The ignition system used an unusual trembler coil system to drive the spark plugs, as used for stationary gas engines, rather than the expensive magnetos that were used on other cars. This ignition also made the Model T more flexible as to the quality or type of fuel it used. The need for a starting battery and also Ford's use of an unusual AC alternator located inside the flywheel housing encouraged the adoption of electric lighting (standard fitment as of 1915), rather than oil or acetylene lamps, but it also delayed the adoption of electric starting, which was not offered until 1919.
TRANSMISSION AND DRIVE TRAIN
The Model T was a rear-wheel drive vehicle. Its transmission was a planetary gear type billed as "three speed". In today's terms it would be considered a two-speed, because one of the three speeds was reverse.
The Model T's transmission was controlled with three foot pedals and a lever that was mounted to the road side of the driver's seat. The throttle was controlled with a lever on the steering wheel. The left pedal was used to engage the gear. With the floor lever in either the mid position or fully forward and the pedal pressed and held forward the car entered low gear. When held in an intermediate position the car was in neutral. If the left pedal was released, the Model T entered high gear, but only when the lever was fully forward – in any other position the pedal would only move up as far as the central neutral position. This allowed the car to be held in neutral while the driver cranked the engine by hand. The car could thus cruise without the driver having to press any of the pedals. There was no separate clutch pedal.
When the car was in neutral, the middle pedal was used to engage reverse gear, and the right pedal operated the transmission brake – there were no separate brakes on the wheels. The floor lever also controlled the parking brake, which was activated by pulling the lever all the way back. This doubled as an emergency brake.
Although it was uncommon, the drive bands could fall out of adjustment, allowing the car to creep, particularly when cold, adding another hazard to attempting to start the car: a person cranking the engine could be forced backward while still holding the crank as the car crept forward, although it was nominally in neutral. As the car utilized a wet clutch, this condition could also occur in cold weather, when the thickened oil prevents the clutch discs from slipping freely. Power reached the differential through a single universal joint attached to a torque tube which drove the rear axle; some models (typically trucks, but available for cars as well) could be equipped with an optional two-speed Ruckstell rear axle shifted by a floor-mounted lever which provided an underdrive gear for easier hill climbing. All gears were vanadium steel running in an oil bath.
Transmission bands and linings
Two main types of band lining material were used:
Cotton – Cotton woven linings were the original type fitted and specified by Ford. Generally, the cotton lining is "kinder" to the drum surface, with damage to the drum caused only by the retaining rivets scoring the drum surface. Although this in itself did not pose a problem, a dragging band resulting from improper adjustment caused overheating transmission and engine, diminished power, and – in the case of cotton linings – rapid destruction of the band lining.
Wood – Wooden linings were originally offered as a "longer life" accessory part during the life of the Model T. They were a single piece of steam bent cottonwood[citation needed] fitted to the normal Model T transmission band. These bands give a very different feel to the pedals, with much more of a "bite" feel. The sensation is of a definite "grip" of the drum and seemed to noticeably increase the feel, in particular of the brake drum.
SUSPENSION AND WHEELS
Model T suspension employed a transversely mounted semi-elliptical spring for each of the front and rear beam axles which allowed a great deal of wheel movement to cope with the dirt roads of the time.
The front axle was drop forged as a single piece of vanadium steel. Ford twisted many axles through eight full rotations (2880 degrees) and sent them to dealers to be put on display to demonstrate its superiority. The Model T did not have a modern service brake. The right foot pedal applied a band around a drum in the transmission, thus stopping the rear wheels from turning. The previously mentioned parking brake lever operated band brakes acting on the inside of the rear brake drums, which were an integral part of the rear wheel hubs. Optional brakes that acted on the outside of the brake drums were available from aftermarket suppliers.
Wheels were wooden artillery wheels, with steel welded-spoke wheels available in 1926 and 1927.
Tires were pneumatic clincher type, 76 cm in diameter, 8.9 cm wide in the rear, 7.5 cm wide in the front. Clinchers needed much higher pressure than today's tires, typically 60 psi (410 kPa), to prevent them from leaving the rim at speed. Horseshoe nails on the roads, together with the high pressure, made flat tires a common problem.
Balloon tires became available in 1925. They were 53 cm × 11 cm all around. Balloon tires were closer in design to today's tires, with steel wires reinforcing the tire bead, making lower pressure possible – typically 35 psi (240 kPa) – giving a softer ride. The old nomenclature for tire size changed from measuring the outer diameter to measuring the rim diameter so 530 mm (rim diameter) × 110 mm (tire width) wheels has about the same outer diameter as 76 cm clincher tires. All tires in this time period used an inner tube to hold the pressurized air; "tubeless" tires were not generally in use until much later.
Wheelbase was 254 cm and standard tread width was 142 cm; 152 cm tread could be obtained on special order, "for Southern roads", identical to the pre-Civil War track gauge for many railroads in the former Confederacy.
COLORS
By 1918, half of all the cars in the US were Model Ts. However, it was a monolithic bloc; Ford wrote in his autobiography that in 1909 he told his management team that in the future “Any customer can have a car painted any color that he wants so long as it is black”.
However, in the first years of production from 1908 to 1913, the Model T was not available in black but rather only gray, green, blue, and red. Green was available for the touring cars, town cars, coupes, and Landaulets. Gray was only available for the town cars, and red only for the touring cars. By 1912, all cars were being painted midnight blue with black fenders. It was only in 1914 that the "any color so long as it is black" policy was finally implemented. It is often stated that Ford suggested the use of black from 1914 to 1926 due to the cheap cost and durability of black paint. During the lifetime production of the Model T, over 30 types of black paint were used on various parts of the car. These were formulated to satisfy the different means of applying the paint to the various parts, and had distinct drying times, depending on the part, paint, and method of drying.
BODY
Although Ford classified the Model T with a single letter designation throughout its entire life and made no distinction by model years, there were enough significant changes to the body over the production life that the car can be classified into five distinct generations. Among the most immediately visible and identifiable changes were in the hood and cowl areas, although many other modifications were made to the vehicle.
1909–1914 – T1 – Characterized by a nearly straight, five-sided hood, with a flat top containing a center hinge and two side sloping sections containing the folding hinges. The firewall was flat from the windshield down with no distinct cowl.
1915–1916 – T2 – The hood design was nearly the same five sided design with the only obvious change being the addition of louvers to the vertical sides. There was a significant change to the cowl area with the windshield relocated significantly behind the firewall and joined with a compound contoured cowl panel.
1917–1923 – T3 – The hood design was changed to a tapered design with a curved top. the folding hinges were now located at the joint between the flat sides and the curved top. This is sometime referred to as the low hood to distinguish if from the later hoods. The back edge of the hood now met the front edge of the cowl panel so that no part of the flat firewall was visible outside of the hood. This design was used the longest and during the highest production years accounting for about half of the total number of Model T's built.
1923–1925 – T4 – This change was made during the 1923 calendar year so models built earlier in the year have the older design while later vehicles have the newer design. The taper of the hood was increased and the rear section at the firewall is about an inch taller and several inches wider than the previous design. While this is a relatively minor change, the parts between the third and fourth generation are not interchangeable.
1926–1927 – T5 – This design change made the greatest difference in the appearance of the car. The hood was again enlarged with the cowl panel no longer a compound curve and blended much more with the line of the hood. The distance between the firewall and the windshield was also increased significantly. This style is sometimes referred to as the high hood.
The styling on the fifth generation was a preview for the following Model A but the two models are visually quite different as the body on the A was much wider and had curved doors as opposed to the flat doors on the T.
DIVERSE APPLICATIONS
When the Model T was designed and introduced, the infrastructure of the world was quite different from today's. Pavement was a rarity except for sidewalks and a few big-city streets. (The sense of the term "pavement" as equivalent with "sidewalk" comes from that era, when streets and roads were generally dirt and sidewalks were a paved way to walk along them.) Agriculture was the occupation of many people. Power tools were scarce outside factories, as were power sources for them; electrification, like pavement, was found usually only in larger towns. Rural electrification and motorized mechanization were embryonic in some regions and nonexistent in most. Henry Ford oversaw the requirements and design of the Model T based on contemporary realities. Consequently, the Model T was (intentionally) almost as much a tractor and portable engine as it was an automobile. It has always been well regarded for its all-terrain abilities and ruggedness. It could travel a rocky, muddy farm lane, cross a shallow stream, climb a steep hill, and be parked on the other side to have one of its wheels removed and a pulley fastened to the hub for a flat belt to drive a bucksaw, thresher, silo blower, conveyor for filling corn cribs or haylofts, baler, water pump, electrical generator, and many other applications. One unique application of the Model T was shown in the October 1922 issue of Fordson Farmer magazine. It showed a minister who had transformed his Model T into a mobile church, complete with small organ.
During this era, entire automobiles (including thousands of Model Ts) were even hacked apart by their owners and reconfigured into custom machinery permanently dedicated to a purpose, such as homemade tractors and ice saws,. Dozens of aftermarket companies sold prefab kits to facilitate the T's conversion from car to tractor. The Model T had been around for a decade before the Fordson tractor became available (1917–18), and many Ts had been converted for field use. (For example, Harry Ferguson, later famous for his hitches and tractors, worked on Eros Model T tractor conversions before he worked with Fordsons and others.) During the next decade, Model T tractor conversion kits were harder to sell, as the Fordson and then the Farmall (1924), as well as other light and affordable tractors, served the farm market. But during the Depression (1930s), Model T tractor conversion kits had a resurgence, because by then used Model Ts and junkyard parts for them were plentiful and cheap.
Like many popular car engines of the era, the Model T engine was also used on home-built aircraft (such as the Pietenpol Sky Scout) and motorboats.
An armored car variant (called the FT-B) was developed in Poland in 1920.
Many Model Ts were converted into vehicles which could travel across heavy snows with kits on the rear wheels (sometimes with an extra pair of rear-mounted wheels and two sets of continuous track to mount on the now-tandemed rear wheels, essentially making it a half-track) and skis replacing the front wheels. They were popular for rural mail delivery for a time. The common name for these conversions of cars and small trucks was "snowflyers". These vehicles were extremely popular in the northern reaches of Canada where factories were set up to produce them.
A number of companies built Model T–based railcars. In The Great Railway Bazaar, Paul Theroux mentions a rail journey in India on such a railcar. The New Zealand Railways Department's RM class included a few.
PRODUCTION
MASS PRODUCTION
The knowledge and skills needed by a factory worker were reduced to 84 areas. When introduced, the T used the building methods typical at the time, assembly by hand, and production was small. The Ford Piquette Avenue Plant could not keep up with demand for the Model T, and only 11 cars were built there during the first full month of production. More and more machines were used to reduce the complexity within the 84 defined areas. In 1910, after assembling nearly 12,000 Model Ts, Henry Ford moved the company to the new Highland Park complex.
As a result, Ford's cars came off the line in three-minute intervals, much faster than previous methods, reducing production time by a factor of eight (requiring 12.5 hours before, 93 minutes afterwards), while using less manpower. By 1914, the assembly process for the Model T had been so streamlined it took only 93 minutes to assemble a car. That year Ford produced more cars than all other automakers combined. The Model T was a great commercial success, and by the time Henry made his 10 millionth car, 50 percent of all cars in the world were Fords. It was so successful that Ford did not purchase any advertising between 1917 and 1923, instead it became so famous that people now considered it a norm; more than 15 million Model Ts were manufactured, reaching a rate of 9,000 to 10,000 cars a day in 1925, or 2 million annually, more than any other model of its day, at a price of just $260 (or about $3,240 in 2016 dollars). Model T production was finally surpassed by the Volkswagen Beetle on February 17, 1972.
Henry Ford's ideological approach to Model T design was one of getting it right and then keeping it the same; he believed the Model T was all the car a person would, or could, ever need. As other companies offered comfort and styling advantages, at competitive prices, the Model T lost market share. Design changes were not as few as the public perceived, but the idea of an unchanging model was kept intact. Eventually, on May 26, 1927, Ford Motor Company ceased US production and began the changeovers required to produce the Model A. Some of the other Model T factories in the world continued a short while.
Model T engines continued to be produced until August 4, 1941. Almost 170,000 were built after car production stopped, as replacement engines were required to service already produced vehicles. Racers and enthusiasts, forerunners of modern hot rodders, used the Model T's block to build popular and cheap racing engines, including Cragar, Navarro, and famously the Frontenacs ("Fronty Fords") of the Chevrolet brothers, among many others.
The Model T employed some advanced technology, for example, its use of vanadium steel alloy. Its durability was phenomenal, and many Model Ts and their parts remain in running order nearly a century later. Although Henry Ford resisted some kinds of change, he always championed the advancement of materials engineering, and often mechanical engineering and industrial engineering.
In 2002, Ford built a final batch of six Model Ts as part of their 2003 centenary celebrations. These cars were assembled from remaining new components and other parts produced from the original drawings. The last of the six was used for publicity purposes in the UK.
Although Ford no longer manufactures parts for the Model T, many parts are still manufactured through private companies as replicas to service the thousands of Model Ts still in operation today. On May 26, 1927 Henry Ford and his son Edsel, drove the 15 millionth Model T out of the factory. This marked the famous automobile's official last day of production at the main factory.
PRICE AND PRODUCTION
The assembly line system allowed Ford to sell his cars at a price lower than his competitors due to the efficiency of the system. As he continued to fine-tune the system, he was able to keep reducing his costs. As his volume increased, he was able to also lower the prices due to fixed costs being spread over a larger number of vehicles. Other factors affected the price such as material costs and design changes.
The figures below are US production numbers compiled by R.E. Houston, Ford Production Department, August 3, 1927. The figures between 1909 and 1920 are for Ford's fiscal year. From 1909 to 1913, the fiscal year was from October 1 to September 30 the following calendar year with the year number being the year it ended in. For the 1914 fiscal year, the year was October 1, 1913 through July 31, 1914. Starting in August 1914, and through the end of the Model T era, the fiscal year was August 1 through July 31. Beginning with January 1920 the figures are for the calendar year.
RECYCLING
Henry Ford used wood scraps from the production of Model Ts to make charcoal. Originally named Ford Charcoal, the name was changed to Kingsford Charcoal after Ford's brother-in-law E. G. Kingsford brokered the selection of the new charcoal plant site. Lumber for production of the Model T came from the same location, built in 1920 called the Ford Iron Mountain Plant, which incorporated a sawmill where lumber from Ford purchased land in the Upper Peninsula of Michigan was sent to the River Rouge Plant; scrap wood was then returned for charcoal production.
FIRST GLOBAL CAR
The Ford Model T was the first automobile built by various countries simultaneously since they were being produced in Walkerville, Canada and in Trafford Park, Greater Manchester, England starting in 1911 and were later assembled in Germany, Argentina, France, Spain, Denmark, Norway, Belgium, Brazil, Mexico, and Japan, as well as several locations throughout the US. Ford made use of the knock-down kit concept almost from the beginning of the company as freight and production costs from Detroit had Ford assembling vehicles in major metropolitan centers of the US.
The Aeroford was an English automobile manufactured in Bayswater, London, from 1920 to 1925. It was a Model T with distinct hood and grille to make it appear to be a totally different design, what later would have been called badge engineering. The Aeroford sold from £288 in 1920, dropping to £168-214 by 1925. It was available as a two-seater, four-seater, or coupé.
ADVERTISING AND MARKETING
Ford created a massive publicity machine in Detroit to ensure every newspaper carried stories and advertisements about the new product. Ford's network of local dealers made the car ubiquitous in virtually every city in North America. As independent dealers, the franchises grew rich and publicized not just the Ford but the very concept of automobiling; local motor clubs sprang up to help new drivers and to explore the countryside. Ford was always eager to sell to farmers, who looked on the vehicle as a commercial device to help their business. Sales skyrocketed – several years posted around 100 percent gains on the previous year.
CAR CLUBS
Cars built before 1919 are classed as veteran cars and later models as vintage cars. Today, four main clubs exist to support the preservation and restoration of these cars: the Model T Ford Club International, the Model T Ford Club of America[51] and the combined clubs of Australia. With many chapters of clubs around the world, the Model T Ford Club of Victoria[52] has a membership with a considerable number of uniquely Australian cars. (Australia produced its own car bodies, and therefore many differences occurred between the Australian bodied tourers and the US/Canadian cars.) In the UK, the Model T Ford Register of Great Britain celebrated its 50th anniversary in 2010. Many steel Model T parts are still manufactured today, and even fiberglass replicas of their distinctive bodies are produced, which are popular for T-bucket style hot rods (as immortalized in the Jan and Dean surf music song "Bucket T", which was later recorded by The Who). In 1949, more than twenty years after the end of production, 200,000 Model Ts were registered in the United States. In 2008, it was estimated that about 50,000 to 60,000 Ford Model Ts remain roadworthy.
WIKIPEDIA
"Auto Museum Volkswagen - Germany - Wolfsburg"
_______________________________________
The Ford Model T (colloquially known as the Tin Lizzie, T‑Model Ford, Model T, T, Leaping Lena, or flivver) is an automobile that was produced by Ford Motor Company from October 1, 1908, to May 26, 1927. It is generally regarded as the first affordable automobile, the car that opened travel to the common middle-class American; some of this was because of Ford's efficient fabrication, including assembly line production instead of individual hand crafting.
The Ford Model T was named the most influential car of the 20th century in the 1999 Car of the Century competition, ahead of the BMC Mini, Citroën DS, and Volkswagen Type 1. With 16.5 million sold it stands eighth on the top ten list of most sold cars of all time as of 2012.
Although automobiles had already existed for decades, they were still mostly scarce and expensive at the Model T's introduction in 1908. Positioned as reliable, easily maintained mass market transportation, it was a runaway success. In a matter of days after the release, 15,000 orders were placed. The first production Model T was produced on August 12, 1908 and left the factory on September 27, 1908, at the Ford Piquette Avenue Plant in Detroit, Michigan. On May 26, 1927, Henry Ford watched the 15 millionth Model T Ford roll off the assembly line at his factory in Highland Park, Michigan.
There were several cars produced or prototyped by Henry Ford from the founding of the company in 1903 until the Model T was introduced. Although he started with the Model A, there were not 19 production models (A through T); some were only prototypes. The production model immediately before the Model T was the Model S, an upgraded version of the company's largest success to that point, the Model N. The follow-up was the Ford Model A (rather than any Model U). The company publicity said this was because the new car was such a departure from the old that Henry wanted to start all over again with the letter A.
The Model T was Ford's first automobile mass-produced on moving assembly lines with completely interchangeable parts, marketed to the middle class. Henry Ford said of the vehicle:
I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one – and enjoy with his family the blessing of hours of pleasure in God's great open spaces.
Although credit for the development of the assembly line belongs to Ransom E. Olds with the first mass-produced automobile, the Oldsmobile Curved Dash, beginning in 1901, the tremendous advancements in the efficiency of the system over the life of the Model T can be credited almost entirely to the vision of Ford and his engineers.
CHARACTERISTICS
The Model T was designed by Childe Harold Wills, and Hungarian immigrants Joseph A. Galamb and Eugene Farkas. Henry Love, C. J. Smith, Gus Degner and Peter E. Martin were also part of the team. Production of the Model T began in the third quarter of 1908. Collectors today sometimes classify Model Ts by build years and refer to these as "model years", thus labeling the first Model Ts as 1909 models. This is a retroactive classification scheme; the concept of model years as we conceive it today did not exist at the time. The nominal model designation was "Model T", although design revisions did occur during the car's two decades of production.
ENGINE
The Model T had a front-mounted 2.9 L inline four-cylinder engine, producing 20 hp (15 kW), for a top speed of 64–72 km/h. According to Ford Motor Company, the Model T had fuel economy on the order of 13–21 mpg-US (16–25 mpg-imp; 18–11 L/100 km). The engine was capable of running on gasoline, kerosene, or ethanol, although the decreasing cost of gasoline and the later introduction of Prohibition made ethanol an impractical fuel for most users.
The ignition system used an unusual trembler coil system to drive the spark plugs, as used for stationary gas engines, rather than the expensive magnetos that were used on other cars. This ignition also made the Model T more flexible as to the quality or type of fuel it used. The need for a starting battery and also Ford's use of an unusual AC alternator located inside the flywheel housing encouraged the adoption of electric lighting (standard fitment as of 1915), rather than oil or acetylene lamps, but it also delayed the adoption of electric starting, which was not offered until 1919.
TRANSMISSION AND DRIVE TRAIN
The Model T was a rear-wheel drive vehicle. Its transmission was a planetary gear type billed as "three speed". In today's terms it would be considered a two-speed, because one of the three speeds was reverse.
The Model T's transmission was controlled with three foot pedals and a lever that was mounted to the road side of the driver's seat. The throttle was controlled with a lever on the steering wheel. The left pedal was used to engage the gear. With the floor lever in either the mid position or fully forward and the pedal pressed and held forward the car entered low gear. When held in an intermediate position the car was in neutral. If the left pedal was released, the Model T entered high gear, but only when the lever was fully forward – in any other position the pedal would only move up as far as the central neutral position. This allowed the car to be held in neutral while the driver cranked the engine by hand. The car could thus cruise without the driver having to press any of the pedals. There was no separate clutch pedal.
When the car was in neutral, the middle pedal was used to engage reverse gear, and the right pedal operated the transmission brake – there were no separate brakes on the wheels. The floor lever also controlled the parking brake, which was activated by pulling the lever all the way back. This doubled as an emergency brake.
Although it was uncommon, the drive bands could fall out of adjustment, allowing the car to creep, particularly when cold, adding another hazard to attempting to start the car: a person cranking the engine could be forced backward while still holding the crank as the car crept forward, although it was nominally in neutral. As the car utilized a wet clutch, this condition could also occur in cold weather, when the thickened oil prevents the clutch discs from slipping freely. Power reached the differential through a single universal joint attached to a torque tube which drove the rear axle; some models (typically trucks, but available for cars as well) could be equipped with an optional two-speed Ruckstell rear axle shifted by a floor-mounted lever which provided an underdrive gear for easier hill climbing. All gears were vanadium steel running in an oil bath.
Transmission bands and linings
Two main types of band lining material were used:
Cotton – Cotton woven linings were the original type fitted and specified by Ford. Generally, the cotton lining is "kinder" to the drum surface, with damage to the drum caused only by the retaining rivets scoring the drum surface. Although this in itself did not pose a problem, a dragging band resulting from improper adjustment caused overheating transmission and engine, diminished power, and – in the case of cotton linings – rapid destruction of the band lining.
Wood – Wooden linings were originally offered as a "longer life" accessory part during the life of the Model T. They were a single piece of steam bent cottonwood[citation needed] fitted to the normal Model T transmission band. These bands give a very different feel to the pedals, with much more of a "bite" feel. The sensation is of a definite "grip" of the drum and seemed to noticeably increase the feel, in particular of the brake drum.
SUSPENSION AND WHEELS
Model T suspension employed a transversely mounted semi-elliptical spring for each of the front and rear beam axles which allowed a great deal of wheel movement to cope with the dirt roads of the time.
The front axle was drop forged as a single piece of vanadium steel. Ford twisted many axles through eight full rotations (2880 degrees) and sent them to dealers to be put on display to demonstrate its superiority. The Model T did not have a modern service brake. The right foot pedal applied a band around a drum in the transmission, thus stopping the rear wheels from turning. The previously mentioned parking brake lever operated band brakes acting on the inside of the rear brake drums, which were an integral part of the rear wheel hubs. Optional brakes that acted on the outside of the brake drums were available from aftermarket suppliers.
Wheels were wooden artillery wheels, with steel welded-spoke wheels available in 1926 and 1927.
Tires were pneumatic clincher type, 76 cm in diameter, 8.9 cm wide in the rear, 7.5 cm wide in the front. Clinchers needed much higher pressure than today's tires, typically 60 psi (410 kPa), to prevent them from leaving the rim at speed. Horseshoe nails on the roads, together with the high pressure, made flat tires a common problem.
Balloon tires became available in 1925. They were 53 cm × 11 cm all around. Balloon tires were closer in design to today's tires, with steel wires reinforcing the tire bead, making lower pressure possible – typically 35 psi (240 kPa) – giving a softer ride. The old nomenclature for tire size changed from measuring the outer diameter to measuring the rim diameter so 530 mm (rim diameter) × 110 mm (tire width) wheels has about the same outer diameter as 76 cm clincher tires. All tires in this time period used an inner tube to hold the pressurized air; "tubeless" tires were not generally in use until much later.
Wheelbase was 254 cm and standard tread width was 142 cm; 152 cm tread could be obtained on special order, "for Southern roads", identical to the pre-Civil War track gauge for many railroads in the former Confederacy.
COLORS
By 1918, half of all the cars in the US were Model Ts. However, it was a monolithic bloc; Ford wrote in his autobiography that in 1909 he told his management team that in the future “Any customer can have a car painted any color that he wants so long as it is black”.
However, in the first years of production from 1908 to 1913, the Model T was not available in black but rather only gray, green, blue, and red. Green was available for the touring cars, town cars, coupes, and Landaulets. Gray was only available for the town cars, and red only for the touring cars. By 1912, all cars were being painted midnight blue with black fenders. It was only in 1914 that the "any color so long as it is black" policy was finally implemented. It is often stated that Ford suggested the use of black from 1914 to 1926 due to the cheap cost and durability of black paint. During the lifetime production of the Model T, over 30 types of black paint were used on various parts of the car. These were formulated to satisfy the different means of applying the paint to the various parts, and had distinct drying times, depending on the part, paint, and method of drying.
BODY
Although Ford classified the Model T with a single letter designation throughout its entire life and made no distinction by model years, there were enough significant changes to the body over the production life that the car can be classified into five distinct generations. Among the most immediately visible and identifiable changes were in the hood and cowl areas, although many other modifications were made to the vehicle.
1909–1914 – T1 – Characterized by a nearly straight, five-sided hood, with a flat top containing a center hinge and two side sloping sections containing the folding hinges. The firewall was flat from the windshield down with no distinct cowl.
1915–1916 – T2 – The hood design was nearly the same five sided design with the only obvious change being the addition of louvers to the vertical sides. There was a significant change to the cowl area with the windshield relocated significantly behind the firewall and joined with a compound contoured cowl panel.
1917–1923 – T3 – The hood design was changed to a tapered design with a curved top. the folding hinges were now located at the joint between the flat sides and the curved top. This is sometime referred to as the low hood to distinguish if from the later hoods. The back edge of the hood now met the front edge of the cowl panel so that no part of the flat firewall was visible outside of the hood. This design was used the longest and during the highest production years accounting for about half of the total number of Model T's built.
1923–1925 – T4 – This change was made during the 1923 calendar year so models built earlier in the year have the older design while later vehicles have the newer design. The taper of the hood was increased and the rear section at the firewall is about an inch taller and several inches wider than the previous design. While this is a relatively minor change, the parts between the third and fourth generation are not interchangeable.
1926–1927 – T5 – This design change made the greatest difference in the appearance of the car. The hood was again enlarged with the cowl panel no longer a compound curve and blended much more with the line of the hood. The distance between the firewall and the windshield was also increased significantly. This style is sometimes referred to as the high hood.
The styling on the fifth generation was a preview for the following Model A but the two models are visually quite different as the body on the A was much wider and had curved doors as opposed to the flat doors on the T.
DIVERSE APPLICATIONS
When the Model T was designed and introduced, the infrastructure of the world was quite different from today's. Pavement was a rarity except for sidewalks and a few big-city streets. (The sense of the term "pavement" as equivalent with "sidewalk" comes from that era, when streets and roads were generally dirt and sidewalks were a paved way to walk along them.) Agriculture was the occupation of many people. Power tools were scarce outside factories, as were power sources for them; electrification, like pavement, was found usually only in larger towns. Rural electrification and motorized mechanization were embryonic in some regions and nonexistent in most. Henry Ford oversaw the requirements and design of the Model T based on contemporary realities. Consequently, the Model T was (intentionally) almost as much a tractor and portable engine as it was an automobile. It has always been well regarded for its all-terrain abilities and ruggedness. It could travel a rocky, muddy farm lane, cross a shallow stream, climb a steep hill, and be parked on the other side to have one of its wheels removed and a pulley fastened to the hub for a flat belt to drive a bucksaw, thresher, silo blower, conveyor for filling corn cribs or haylofts, baler, water pump, electrical generator, and many other applications. One unique application of the Model T was shown in the October 1922 issue of Fordson Farmer magazine. It showed a minister who had transformed his Model T into a mobile church, complete with small organ.
During this era, entire automobiles (including thousands of Model Ts) were even hacked apart by their owners and reconfigured into custom machinery permanently dedicated to a purpose, such as homemade tractors and ice saws,. Dozens of aftermarket companies sold prefab kits to facilitate the T's conversion from car to tractor. The Model T had been around for a decade before the Fordson tractor became available (1917–18), and many Ts had been converted for field use. (For example, Harry Ferguson, later famous for his hitches and tractors, worked on Eros Model T tractor conversions before he worked with Fordsons and others.) During the next decade, Model T tractor conversion kits were harder to sell, as the Fordson and then the Farmall (1924), as well as other light and affordable tractors, served the farm market. But during the Depression (1930s), Model T tractor conversion kits had a resurgence, because by then used Model Ts and junkyard parts for them were plentiful and cheap.
Like many popular car engines of the era, the Model T engine was also used on home-built aircraft (such as the Pietenpol Sky Scout) and motorboats.
An armored car variant (called the FT-B) was developed in Poland in 1920.
Many Model Ts were converted into vehicles which could travel across heavy snows with kits on the rear wheels (sometimes with an extra pair of rear-mounted wheels and two sets of continuous track to mount on the now-tandemed rear wheels, essentially making it a half-track) and skis replacing the front wheels. They were popular for rural mail delivery for a time. The common name for these conversions of cars and small trucks was "snowflyers". These vehicles were extremely popular in the northern reaches of Canada where factories were set up to produce them.
A number of companies built Model T–based railcars. In The Great Railway Bazaar, Paul Theroux mentions a rail journey in India on such a railcar. The New Zealand Railways Department's RM class included a few.
PRODUCTION
MASS PRODUCTION
The knowledge and skills needed by a factory worker were reduced to 84 areas. When introduced, the T used the building methods typical at the time, assembly by hand, and production was small. The Ford Piquette Avenue Plant could not keep up with demand for the Model T, and only 11 cars were built there during the first full month of production. More and more machines were used to reduce the complexity within the 84 defined areas. In 1910, after assembling nearly 12,000 Model Ts, Henry Ford moved the company to the new Highland Park complex.
As a result, Ford's cars came off the line in three-minute intervals, much faster than previous methods, reducing production time by a factor of eight (requiring 12.5 hours before, 93 minutes afterwards), while using less manpower. By 1914, the assembly process for the Model T had been so streamlined it took only 93 minutes to assemble a car. That year Ford produced more cars than all other automakers combined. The Model T was a great commercial success, and by the time Henry made his 10 millionth car, 50 percent of all cars in the world were Fords. It was so successful that Ford did not purchase any advertising between 1917 and 1923, instead it became so famous that people now considered it a norm; more than 15 million Model Ts were manufactured, reaching a rate of 9,000 to 10,000 cars a day in 1925, or 2 million annually, more than any other model of its day, at a price of just $260 (or about $3,240 in 2016 dollars). Model T production was finally surpassed by the Volkswagen Beetle on February 17, 1972.
Henry Ford's ideological approach to Model T design was one of getting it right and then keeping it the same; he believed the Model T was all the car a person would, or could, ever need. As other companies offered comfort and styling advantages, at competitive prices, the Model T lost market share. Design changes were not as few as the public perceived, but the idea of an unchanging model was kept intact. Eventually, on May 26, 1927, Ford Motor Company ceased US production and began the changeovers required to produce the Model A. Some of the other Model T factories in the world continued a short while.
Model T engines continued to be produced until August 4, 1941. Almost 170,000 were built after car production stopped, as replacement engines were required to service already produced vehicles. Racers and enthusiasts, forerunners of modern hot rodders, used the Model T's block to build popular and cheap racing engines, including Cragar, Navarro, and famously the Frontenacs ("Fronty Fords") of the Chevrolet brothers, among many others.
The Model T employed some advanced technology, for example, its use of vanadium steel alloy. Its durability was phenomenal, and many Model Ts and their parts remain in running order nearly a century later. Although Henry Ford resisted some kinds of change, he always championed the advancement of materials engineering, and often mechanical engineering and industrial engineering.
In 2002, Ford built a final batch of six Model Ts as part of their 2003 centenary celebrations. These cars were assembled from remaining new components and other parts produced from the original drawings. The last of the six was used for publicity purposes in the UK.
Although Ford no longer manufactures parts for the Model T, many parts are still manufactured through private companies as replicas to service the thousands of Model Ts still in operation today. On May 26, 1927 Henry Ford and his son Edsel, drove the 15 millionth Model T out of the factory. This marked the famous automobile's official last day of production at the main factory.
PRICE AND PRODUCTION
The assembly line system allowed Ford to sell his cars at a price lower than his competitors due to the efficiency of the system. As he continued to fine-tune the system, he was able to keep reducing his costs. As his volume increased, he was able to also lower the prices due to fixed costs being spread over a larger number of vehicles. Other factors affected the price such as material costs and design changes.
The figures below are US production numbers compiled by R.E. Houston, Ford Production Department, August 3, 1927. The figures between 1909 and 1920 are for Ford's fiscal year. From 1909 to 1913, the fiscal year was from October 1 to September 30 the following calendar year with the year number being the year it ended in. For the 1914 fiscal year, the year was October 1, 1913 through July 31, 1914. Starting in August 1914, and through the end of the Model T era, the fiscal year was August 1 through July 31. Beginning with January 1920 the figures are for the calendar year.
RECYCLING
Henry Ford used wood scraps from the production of Model Ts to make charcoal. Originally named Ford Charcoal, the name was changed to Kingsford Charcoal after Ford's brother-in-law E. G. Kingsford brokered the selection of the new charcoal plant site. Lumber for production of the Model T came from the same location, built in 1920 called the Ford Iron Mountain Plant, which incorporated a sawmill where lumber from Ford purchased land in the Upper Peninsula of Michigan was sent to the River Rouge Plant; scrap wood was then returned for charcoal production.
FIRST GLOBAL CAR
The Ford Model T was the first automobile built by various countries simultaneously since they were being produced in Walkerville, Canada and in Trafford Park, Greater Manchester, England starting in 1911 and were later assembled in Germany, Argentina, France, Spain, Denmark, Norway, Belgium, Brazil, Mexico, and Japan, as well as several locations throughout the US. Ford made use of the knock-down kit concept almost from the beginning of the company as freight and production costs from Detroit had Ford assembling vehicles in major metropolitan centers of the US.
The Aeroford was an English automobile manufactured in Bayswater, London, from 1920 to 1925. It was a Model T with distinct hood and grille to make it appear to be a totally different design, what later would have been called badge engineering. The Aeroford sold from £288 in 1920, dropping to £168-214 by 1925. It was available as a two-seater, four-seater, or coupé.
ADVERTISING AND MARKETING
Ford created a massive publicity machine in Detroit to ensure every newspaper carried stories and advertisements about the new product. Ford's network of local dealers made the car ubiquitous in virtually every city in North America. As independent dealers, the franchises grew rich and publicized not just the Ford but the very concept of automobiling; local motor clubs sprang up to help new drivers and to explore the countryside. Ford was always eager to sell to farmers, who looked on the vehicle as a commercial device to help their business. Sales skyrocketed – several years posted around 100 percent gains on the previous year.
CAR CLUBS
Cars built before 1919 are classed as veteran cars and later models as vintage cars. Today, four main clubs exist to support the preservation and restoration of these cars: the Model T Ford Club International, the Model T Ford Club of America[51] and the combined clubs of Australia. With many chapters of clubs around the world, the Model T Ford Club of Victoria[52] has a membership with a considerable number of uniquely Australian cars. (Australia produced its own car bodies, and therefore many differences occurred between the Australian bodied tourers and the US/Canadian cars.) In the UK, the Model T Ford Register of Great Britain celebrated its 50th anniversary in 2010. Many steel Model T parts are still manufactured today, and even fiberglass replicas of their distinctive bodies are produced, which are popular for T-bucket style hot rods (as immortalized in the Jan and Dean surf music song "Bucket T", which was later recorded by The Who). In 1949, more than twenty years after the end of production, 200,000 Model Ts were registered in the United States. In 2008, it was estimated that about 50,000 to 60,000 Ford Model Ts remain roadworthy.
WIKIPEDIA
"Auto Museum Volkswagen - Germany - Wolfsburg"
_______________________________________
The Ford Model T (colloquially known as the Tin Lizzie, T‑Model Ford, Model T, T, Leaping Lena, or flivver) is an automobile that was produced by Ford Motor Company from October 1, 1908, to May 26, 1927. It is generally regarded as the first affordable automobile, the car that opened travel to the common middle-class American; some of this was because of Ford's efficient fabrication, including assembly line production instead of individual hand crafting.
The Ford Model T was named the most influential car of the 20th century in the 1999 Car of the Century competition, ahead of the BMC Mini, Citroën DS, and Volkswagen Type 1. With 16.5 million sold it stands eighth on the top ten list of most sold cars of all time as of 2012.
Although automobiles had already existed for decades, they were still mostly scarce and expensive at the Model T's introduction in 1908. Positioned as reliable, easily maintained mass market transportation, it was a runaway success. In a matter of days after the release, 15,000 orders were placed. The first production Model T was produced on August 12, 1908 and left the factory on September 27, 1908, at the Ford Piquette Avenue Plant in Detroit, Michigan. On May 26, 1927, Henry Ford watched the 15 millionth Model T Ford roll off the assembly line at his factory in Highland Park, Michigan.
There were several cars produced or prototyped by Henry Ford from the founding of the company in 1903 until the Model T was introduced. Although he started with the Model A, there were not 19 production models (A through T); some were only prototypes. The production model immediately before the Model T was the Model S, an upgraded version of the company's largest success to that point, the Model N. The follow-up was the Ford Model A (rather than any Model U). The company publicity said this was because the new car was such a departure from the old that Henry wanted to start all over again with the letter A.
The Model T was Ford's first automobile mass-produced on moving assembly lines with completely interchangeable parts, marketed to the middle class. Henry Ford said of the vehicle:
I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one – and enjoy with his family the blessing of hours of pleasure in God's great open spaces.
Although credit for the development of the assembly line belongs to Ransom E. Olds with the first mass-produced automobile, the Oldsmobile Curved Dash, beginning in 1901, the tremendous advancements in the efficiency of the system over the life of the Model T can be credited almost entirely to the vision of Ford and his engineers.
CHARACTERISTICS
The Model T was designed by Childe Harold Wills, and Hungarian immigrants Joseph A. Galamb and Eugene Farkas. Henry Love, C. J. Smith, Gus Degner and Peter E. Martin were also part of the team. Production of the Model T began in the third quarter of 1908. Collectors today sometimes classify Model Ts by build years and refer to these as "model years", thus labeling the first Model Ts as 1909 models. This is a retroactive classification scheme; the concept of model years as we conceive it today did not exist at the time. The nominal model designation was "Model T", although design revisions did occur during the car's two decades of production.
ENGINE
The Model T had a front-mounted 2.9 L inline four-cylinder engine, producing 20 hp (15 kW), for a top speed of 64–72 km/h. According to Ford Motor Company, the Model T had fuel economy on the order of 13–21 mpg-US (16–25 mpg-imp; 18–11 L/100 km). The engine was capable of running on gasoline, kerosene, or ethanol, although the decreasing cost of gasoline and the later introduction of Prohibition made ethanol an impractical fuel for most users.
The ignition system used an unusual trembler coil system to drive the spark plugs, as used for stationary gas engines, rather than the expensive magnetos that were used on other cars. This ignition also made the Model T more flexible as to the quality or type of fuel it used. The need for a starting battery and also Ford's use of an unusual AC alternator located inside the flywheel housing encouraged the adoption of electric lighting (standard fitment as of 1915), rather than oil or acetylene lamps, but it also delayed the adoption of electric starting, which was not offered until 1919.
TRANSMISSION AND DRIVE TRAIN
The Model T was a rear-wheel drive vehicle. Its transmission was a planetary gear type billed as "three speed". In today's terms it would be considered a two-speed, because one of the three speeds was reverse.
The Model T's transmission was controlled with three foot pedals and a lever that was mounted to the road side of the driver's seat. The throttle was controlled with a lever on the steering wheel. The left pedal was used to engage the gear. With the floor lever in either the mid position or fully forward and the pedal pressed and held forward the car entered low gear. When held in an intermediate position the car was in neutral. If the left pedal was released, the Model T entered high gear, but only when the lever was fully forward – in any other position the pedal would only move up as far as the central neutral position. This allowed the car to be held in neutral while the driver cranked the engine by hand. The car could thus cruise without the driver having to press any of the pedals. There was no separate clutch pedal.
When the car was in neutral, the middle pedal was used to engage reverse gear, and the right pedal operated the transmission brake – there were no separate brakes on the wheels. The floor lever also controlled the parking brake, which was activated by pulling the lever all the way back. This doubled as an emergency brake.
Although it was uncommon, the drive bands could fall out of adjustment, allowing the car to creep, particularly when cold, adding another hazard to attempting to start the car: a person cranking the engine could be forced backward while still holding the crank as the car crept forward, although it was nominally in neutral. As the car utilized a wet clutch, this condition could also occur in cold weather, when the thickened oil prevents the clutch discs from slipping freely. Power reached the differential through a single universal joint attached to a torque tube which drove the rear axle; some models (typically trucks, but available for cars as well) could be equipped with an optional two-speed Ruckstell rear axle shifted by a floor-mounted lever which provided an underdrive gear for easier hill climbing. All gears were vanadium steel running in an oil bath.
Transmission bands and linings
Two main types of band lining material were used:
Cotton – Cotton woven linings were the original type fitted and specified by Ford. Generally, the cotton lining is "kinder" to the drum surface, with damage to the drum caused only by the retaining rivets scoring the drum surface. Although this in itself did not pose a problem, a dragging band resulting from improper adjustment caused overheating transmission and engine, diminished power, and – in the case of cotton linings – rapid destruction of the band lining.
Wood – Wooden linings were originally offered as a "longer life" accessory part during the life of the Model T. They were a single piece of steam bent cottonwood[citation needed] fitted to the normal Model T transmission band. These bands give a very different feel to the pedals, with much more of a "bite" feel. The sensation is of a definite "grip" of the drum and seemed to noticeably increase the feel, in particular of the brake drum.
SUSPENSION AND WHEELS
Model T suspension employed a transversely mounted semi-elliptical spring for each of the front and rear beam axles which allowed a great deal of wheel movement to cope with the dirt roads of the time.
The front axle was drop forged as a single piece of vanadium steel. Ford twisted many axles through eight full rotations (2880 degrees) and sent them to dealers to be put on display to demonstrate its superiority. The Model T did not have a modern service brake. The right foot pedal applied a band around a drum in the transmission, thus stopping the rear wheels from turning. The previously mentioned parking brake lever operated band brakes acting on the inside of the rear brake drums, which were an integral part of the rear wheel hubs. Optional brakes that acted on the outside of the brake drums were available from aftermarket suppliers.
Wheels were wooden artillery wheels, with steel welded-spoke wheels available in 1926 and 1927.
Tires were pneumatic clincher type, 76 cm in diameter, 8.9 cm wide in the rear, 7.5 cm wide in the front. Clinchers needed much higher pressure than today's tires, typically 60 psi (410 kPa), to prevent them from leaving the rim at speed. Horseshoe nails on the roads, together with the high pressure, made flat tires a common problem.
Balloon tires became available in 1925. They were 53 cm × 11 cm all around. Balloon tires were closer in design to today's tires, with steel wires reinforcing the tire bead, making lower pressure possible – typically 35 psi (240 kPa) – giving a softer ride. The old nomenclature for tire size changed from measuring the outer diameter to measuring the rim diameter so 530 mm (rim diameter) × 110 mm (tire width) wheels has about the same outer diameter as 76 cm clincher tires. All tires in this time period used an inner tube to hold the pressurized air; "tubeless" tires were not generally in use until much later.
Wheelbase was 254 cm and standard tread width was 142 cm; 152 cm tread could be obtained on special order, "for Southern roads", identical to the pre-Civil War track gauge for many railroads in the former Confederacy.
COLORS
By 1918, half of all the cars in the US were Model Ts. However, it was a monolithic bloc; Ford wrote in his autobiography that in 1909 he told his management team that in the future “Any customer can have a car painted any color that he wants so long as it is black”.
However, in the first years of production from 1908 to 1913, the Model T was not available in black but rather only gray, green, blue, and red. Green was available for the touring cars, town cars, coupes, and Landaulets. Gray was only available for the town cars, and red only for the touring cars. By 1912, all cars were being painted midnight blue with black fenders. It was only in 1914 that the "any color so long as it is black" policy was finally implemented. It is often stated that Ford suggested the use of black from 1914 to 1926 due to the cheap cost and durability of black paint. During the lifetime production of the Model T, over 30 types of black paint were used on various parts of the car. These were formulated to satisfy the different means of applying the paint to the various parts, and had distinct drying times, depending on the part, paint, and method of drying.
BODY
Although Ford classified the Model T with a single letter designation throughout its entire life and made no distinction by model years, there were enough significant changes to the body over the production life that the car can be classified into five distinct generations. Among the most immediately visible and identifiable changes were in the hood and cowl areas, although many other modifications were made to the vehicle.
1909–1914 – T1 – Characterized by a nearly straight, five-sided hood, with a flat top containing a center hinge and two side sloping sections containing the folding hinges. The firewall was flat from the windshield down with no distinct cowl.
1915–1916 – T2 – The hood design was nearly the same five sided design with the only obvious change being the addition of louvers to the vertical sides. There was a significant change to the cowl area with the windshield relocated significantly behind the firewall and joined with a compound contoured cowl panel.
1917–1923 – T3 – The hood design was changed to a tapered design with a curved top. the folding hinges were now located at the joint between the flat sides and the curved top. This is sometime referred to as the low hood to distinguish if from the later hoods. The back edge of the hood now met the front edge of the cowl panel so that no part of the flat firewall was visible outside of the hood. This design was used the longest and during the highest production years accounting for about half of the total number of Model T's built.
1923–1925 – T4 – This change was made during the 1923 calendar year so models built earlier in the year have the older design while later vehicles have the newer design. The taper of the hood was increased and the rear section at the firewall is about an inch taller and several inches wider than the previous design. While this is a relatively minor change, the parts between the third and fourth generation are not interchangeable.
1926–1927 – T5 – This design change made the greatest difference in the appearance of the car. The hood was again enlarged with the cowl panel no longer a compound curve and blended much more with the line of the hood. The distance between the firewall and the windshield was also increased significantly. This style is sometimes referred to as the high hood.
The styling on the fifth generation was a preview for the following Model A but the two models are visually quite different as the body on the A was much wider and had curved doors as opposed to the flat doors on the T.
DIVERSE APPLICATIONS
When the Model T was designed and introduced, the infrastructure of the world was quite different from today's. Pavement was a rarity except for sidewalks and a few big-city streets. (The sense of the term "pavement" as equivalent with "sidewalk" comes from that era, when streets and roads were generally dirt and sidewalks were a paved way to walk along them.) Agriculture was the occupation of many people. Power tools were scarce outside factories, as were power sources for them; electrification, like pavement, was found usually only in larger towns. Rural electrification and motorized mechanization were embryonic in some regions and nonexistent in most. Henry Ford oversaw the requirements and design of the Model T based on contemporary realities. Consequently, the Model T was (intentionally) almost as much a tractor and portable engine as it was an automobile. It has always been well regarded for its all-terrain abilities and ruggedness. It could travel a rocky, muddy farm lane, cross a shallow stream, climb a steep hill, and be parked on the other side to have one of its wheels removed and a pulley fastened to the hub for a flat belt to drive a bucksaw, thresher, silo blower, conveyor for filling corn cribs or haylofts, baler, water pump, electrical generator, and many other applications. One unique application of the Model T was shown in the October 1922 issue of Fordson Farmer magazine. It showed a minister who had transformed his Model T into a mobile church, complete with small organ.
During this era, entire automobiles (including thousands of Model Ts) were even hacked apart by their owners and reconfigured into custom machinery permanently dedicated to a purpose, such as homemade tractors and ice saws,. Dozens of aftermarket companies sold prefab kits to facilitate the T's conversion from car to tractor. The Model T had been around for a decade before the Fordson tractor became available (1917–18), and many Ts had been converted for field use. (For example, Harry Ferguson, later famous for his hitches and tractors, worked on Eros Model T tractor conversions before he worked with Fordsons and others.) During the next decade, Model T tractor conversion kits were harder to sell, as the Fordson and then the Farmall (1924), as well as other light and affordable tractors, served the farm market. But during the Depression (1930s), Model T tractor conversion kits had a resurgence, because by then used Model Ts and junkyard parts for them were plentiful and cheap.
Like many popular car engines of the era, the Model T engine was also used on home-built aircraft (such as the Pietenpol Sky Scout) and motorboats.
An armored car variant (called the FT-B) was developed in Poland in 1920.
Many Model Ts were converted into vehicles which could travel across heavy snows with kits on the rear wheels (sometimes with an extra pair of rear-mounted wheels and two sets of continuous track to mount on the now-tandemed rear wheels, essentially making it a half-track) and skis replacing the front wheels. They were popular for rural mail delivery for a time. The common name for these conversions of cars and small trucks was "snowflyers". These vehicles were extremely popular in the northern reaches of Canada where factories were set up to produce them.
A number of companies built Model T–based railcars. In The Great Railway Bazaar, Paul Theroux mentions a rail journey in India on such a railcar. The New Zealand Railways Department's RM class included a few.
PRODUCTION
MASS PRODUCTION
The knowledge and skills needed by a factory worker were reduced to 84 areas. When introduced, the T used the building methods typical at the time, assembly by hand, and production was small. The Ford Piquette Avenue Plant could not keep up with demand for the Model T, and only 11 cars were built there during the first full month of production. More and more machines were used to reduce the complexity within the 84 defined areas. In 1910, after assembling nearly 12,000 Model Ts, Henry Ford moved the company to the new Highland Park complex.
As a result, Ford's cars came off the line in three-minute intervals, much faster than previous methods, reducing production time by a factor of eight (requiring 12.5 hours before, 93 minutes afterwards), while using less manpower. By 1914, the assembly process for the Model T had been so streamlined it took only 93 minutes to assemble a car. That year Ford produced more cars than all other automakers combined. The Model T was a great commercial success, and by the time Henry made his 10 millionth car, 50 percent of all cars in the world were Fords. It was so successful that Ford did not purchase any advertising between 1917 and 1923, instead it became so famous that people now considered it a norm; more than 15 million Model Ts were manufactured, reaching a rate of 9,000 to 10,000 cars a day in 1925, or 2 million annually, more than any other model of its day, at a price of just $260 (or about $3,240 in 2016 dollars). Model T production was finally surpassed by the Volkswagen Beetle on February 17, 1972.
Henry Ford's ideological approach to Model T design was one of getting it right and then keeping it the same; he believed the Model T was all the car a person would, or could, ever need. As other companies offered comfort and styling advantages, at competitive prices, the Model T lost market share. Design changes were not as few as the public perceived, but the idea of an unchanging model was kept intact. Eventually, on May 26, 1927, Ford Motor Company ceased US production and began the changeovers required to produce the Model A. Some of the other Model T factories in the world continued a short while.
Model T engines continued to be produced until August 4, 1941. Almost 170,000 were built after car production stopped, as replacement engines were required to service already produced vehicles. Racers and enthusiasts, forerunners of modern hot rodders, used the Model T's block to build popular and cheap racing engines, including Cragar, Navarro, and famously the Frontenacs ("Fronty Fords") of the Chevrolet brothers, among many others.
The Model T employed some advanced technology, for example, its use of vanadium steel alloy. Its durability was phenomenal, and many Model Ts and their parts remain in running order nearly a century later. Although Henry Ford resisted some kinds of change, he always championed the advancement of materials engineering, and often mechanical engineering and industrial engineering.
In 2002, Ford built a final batch of six Model Ts as part of their 2003 centenary celebrations. These cars were assembled from remaining new components and other parts produced from the original drawings. The last of the six was used for publicity purposes in the UK.
Although Ford no longer manufactures parts for the Model T, many parts are still manufactured through private companies as replicas to service the thousands of Model Ts still in operation today. On May 26, 1927 Henry Ford and his son Edsel, drove the 15 millionth Model T out of the factory. This marked the famous automobile's official last day of production at the main factory.
PRICE AND PRODUCTION
The assembly line system allowed Ford to sell his cars at a price lower than his competitors due to the efficiency of the system. As he continued to fine-tune the system, he was able to keep reducing his costs. As his volume increased, he was able to also lower the prices due to fixed costs being spread over a larger number of vehicles. Other factors affected the price such as material costs and design changes.
The figures below are US production numbers compiled by R.E. Houston, Ford Production Department, August 3, 1927. The figures between 1909 and 1920 are for Ford's fiscal year. From 1909 to 1913, the fiscal year was from October 1 to September 30 the following calendar year with the year number being the year it ended in. For the 1914 fiscal year, the year was October 1, 1913 through July 31, 1914. Starting in August 1914, and through the end of the Model T era, the fiscal year was August 1 through July 31. Beginning with January 1920 the figures are for the calendar year.
RECYCLING
Henry Ford used wood scraps from the production of Model Ts to make charcoal. Originally named Ford Charcoal, the name was changed to Kingsford Charcoal after Ford's brother-in-law E. G. Kingsford brokered the selection of the new charcoal plant site. Lumber for production of the Model T came from the same location, built in 1920 called the Ford Iron Mountain Plant, which incorporated a sawmill where lumber from Ford purchased land in the Upper Peninsula of Michigan was sent to the River Rouge Plant; scrap wood was then returned for charcoal production.
FIRST GLOBAL CAR
The Ford Model T was the first automobile built by various countries simultaneously since they were being produced in Walkerville, Canada and in Trafford Park, Greater Manchester, England starting in 1911 and were later assembled in Germany, Argentina, France, Spain, Denmark, Norway, Belgium, Brazil, Mexico, and Japan, as well as several locations throughout the US. Ford made use of the knock-down kit concept almost from the beginning of the company as freight and production costs from Detroit had Ford assembling vehicles in major metropolitan centers of the US.
The Aeroford was an English automobile manufactured in Bayswater, London, from 1920 to 1925. It was a Model T with distinct hood and grille to make it appear to be a totally different design, what later would have been called badge engineering. The Aeroford sold from £288 in 1920, dropping to £168-214 by 1925. It was available as a two-seater, four-seater, or coupé.
ADVERTISING AND MARKETING
Ford created a massive publicity machine in Detroit to ensure every newspaper carried stories and advertisements about the new product. Ford's network of local dealers made the car ubiquitous in virtually every city in North America. As independent dealers, the franchises grew rich and publicized not just the Ford but the very concept of automobiling; local motor clubs sprang up to help new drivers and to explore the countryside. Ford was always eager to sell to farmers, who looked on the vehicle as a commercial device to help their business. Sales skyrocketed – several years posted around 100 percent gains on the previous year.
CAR CLUBS
Cars built before 1919 are classed as veteran cars and later models as vintage cars. Today, four main clubs exist to support the preservation and restoration of these cars: the Model T Ford Club International, the Model T Ford Club of America[51] and the combined clubs of Australia. With many chapters of clubs around the world, the Model T Ford Club of Victoria[52] has a membership with a considerable number of uniquely Australian cars. (Australia produced its own car bodies, and therefore many differences occurred between the Australian bodied tourers and the US/Canadian cars.) In the UK, the Model T Ford Register of Great Britain celebrated its 50th anniversary in 2010. Many steel Model T parts are still manufactured today, and even fiberglass replicas of their distinctive bodies are produced, which are popular for T-bucket style hot rods (as immortalized in the Jan and Dean surf music song "Bucket T", which was later recorded by The Who). In 1949, more than twenty years after the end of production, 200,000 Model Ts were registered in the United States. In 2008, it was estimated that about 50,000 to 60,000 Ford Model Ts remain roadworthy.
WIKIPEDIA
Photos and words by: Arlene Z.
Owner: Alvin Munoz
Car Club: Street Stangz MC
Dreams can come true, and for Alvin Munoz it is a dream that is becoming true day by day. Alvin Munoz is the owner of one of the cleanest Mustangs out in SoCal and now a newly XIX sponsored vehicle. Just 5 years ago, he wasn’t sure he wanted a Mustang at first but when saw his brother come home with one and modifying it; he knew he wanted one as well. Alvin’s decision wasn’t easy but thanks to the film REDLINE he knew which one he wanted.
Current Modifications:
S&B Cold Air Intake | BBK Throttle Body 70mm | Steeda Underdrive Pulley| JBA Shorty Headers| Diablo Sport Tuner| 75shot Wet Shot ZEX Nitrous | Custom Pearl White and Blue Paint | Custom Full Interior | Custom Lighting | Auto Meter Gauges | Full Pioneer Audio System Custom Setup | Custom Oracle Lighting | LED Lighting | Engine Bay Lighting |
Wheels: XIX Wheels X33 Matte Titanium Finish Staggered 20x8.5 & 20x10
Tires: NEXEN 245/35/20 F & 255/35/20 R
Austin 7 RP Box Saloon (1934) Engine 747cc Production 83140
Registration Number AVX 829
Name: Beatrix
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
Longer 81 inch wheelbase, with wider track and doors, and no rear body overhang. Only deluxe models in 1932 but the range updated with a four speed box and an underdrive first for 1933 and in the same year mechanical fuel pump. 1934 cars have exposed trafficators and syncromesh.
This car was first registered 23rd March 1934 and having sevral keepers until 1966 when she was bought for a Rupert Bray as a 15th Birthday present. He stripped her to a bare chassis and raced around a field, he later restored and rebuilt her returning her to the road in 1974. Rupert was killed in 1983 in a plane crash in Nigeria, the car passing to his sister who stored her until 1998, when she was bought by a lady from Worcestershire but was little used. The present owner, a former Austin Seven owner in his youth, bought her in 2006 and has since restored her back to her 1934 condition..
Thanks for 20.2 Million views
Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 98-021
From eBay:
1982 Capri 5.0 Black Magic limited edition, only 347 1982 5.0 Black Magic's produced. Original owner, car has been essentially stored since 1984 when I enlisted in the Air Force 9364 original miles, 8884on original 85 mph odometer and 480 on aftermarket 140 mph odometer. Car spends most of it's time on jack stands in a dehumidified garage, it has travelled cross country due to my relocating due to work and military but was trailered/ auto transported and not driven. Car has never seen snow or road salt and has only seen rain on a few occasions.
Everything works, AC needs freon. Car runs and drives like new and this year had new brakes, calipers, slave cylinders, sterering rack installed. Motorsport suspension system with springs and sway bars, underdrive pully system and 140 mph speedometer. Bilstien shocks, new OEM Michelan TRX tires. Car does have aftermarket stereo with AM FM CD and custom sub woofer box, the speaker box can be removed and there is no damage to the rear interior panels due to its placement.
Car is rare, probaly the lowest mialage best example of this year, make and model car in existance.
From eBay: Here's something you won't see everyday! One of a kind custom Ford Pinto with a 450hp V8 conversion and 5 speed manual transmission. Run it on the street or the strip!
Engine details:
1988 Ford 5.0 block (bored .030 over - 306ci)
Forged flat top pistons
Canfield 195cc aluminium heads
Camshaft Innovations Custom ground solid roller camshaft (.616 lift)
Complete Comp Cams valve train components
Edelbrock Victor Jr intake
Holley 600 double pumper carburator
MSD ignition system w/ Pro Billet distributor
March underdrive pullys
Griffin aluminium radiator
Hooker long tube headers
Drivetrain:
Tremec 3550 5 speed transmission
SVO Mongoose clutch kit
8" rear axle with Richmond 3.80:1 gears w/ locker
Lakewood slapper bars
Cooper Cobra tires 295/50R15 (rear) 185/75R14 (front)
Car was built about 6 years ago as a street / strip car. Custom bodywork and paint and complete interior. Recent work to the car includes an engine fresh up (rings, bearings, gaskets), installation of a Tremec 3550 5 speed transmission, new dual exhaust system. Less than 10 kms on this car since engine refresh. Body is straight and paint is good. Color is Mopar Panther Pink. Some minor marks and scratches gathered from 2 years of racing, mostly on the lower front valance. No rust. Floor has been patched a few years ago, everything else solid underneath. Small crack in windshield on the lower passenger corner. Engine hold about 50psi oil pressure at hot idle. Transmission shifts smooth. Engine has never been dynoed but is estimated at aprox. 450hp. Car has run 11.90's at 114mph in the 1/4 mile. Rear seat was removed from car for about 6 years when it had a roll bar, but was installed back into the car. Car runs good on the street. Idle quality is quite good considering the aggressive cam, has never overheated on me, but like any other hotrod, I wouldn't try idling in traffic in July for any amount of time! Aluminium fuel cell is located in the trunk (NO GAS GAUGE).
Car is real fun, and really gets attention! Some minor things it needs for a safety inspection is a plate light, reverse light, horn and rear seat belts.
Car is titled as a 1979 Bobcat, title is clean.
Reserve is set much lower than the price of the engine build alone!!
From eBay:
1982 Capri 5.0 Black Magic limited edition, only 347 1982 5.0 Black Magic's produced. Original owner, car has been essentially stored since 1984 when I enlisted in the Air Force 9364 original miles, 8884on original 85 mph odometer and 480 on aftermarket 140 mph odometer. Car spends most of it's time on jack stands in a dehumidified garage, it has travelled cross country due to my relocating due to work and military but was trailered/ auto transported and not driven. Car has never seen snow or road salt and has only seen rain on a few occasions.
Everything works, AC needs freon. Car runs and drives like new and this year had new brakes, calipers, slave cylinders, sterering rack installed. Motorsport suspension system with springs and sway bars, underdrive pully system and 140 mph speedometer. Bilstien shocks, new OEM Michelan TRX tires. Car does have aftermarket stereo with AM FM CD and custom sub woofer box, the speaker box can be removed and there is no damage to the rear interior panels due to its placement.
Car is rare, probaly the lowest mialage best example of this year, make and model car in existance.
MODIFICATION LIST
Engine:
Macht Schnell Stage 2 Intake Charge Kit
Macht Schnell Underdrive Pulleys
MXP Section 3 Exhaust & X-Pipe
Akrapovic Delete-R
Suspension:
KW Adjustable Spring Sleeve Kit
Wheels:
Volk Racing TE37 18x9.5 +22 18x10.5 +22
Hankook RS-3 265/35/18 285/35/18
Macht Schnell TPMS Module
Exterior:
Vorsteiner GTS-V Carbon Front Spoiler
Vorsteiner GTS-V Carbon Rear Diffuser
AiB Version 4.0 LED Angel Eyes
BMW Edition Black Chrome Kidneys & Side Gills
IND Mineral White Painted Reflectors
Interior
(2) Recaro x ASM RS-G Limited Blue Seats
(2) Macht Schnell Steel Side Brackets
(2) Macht Schnell Polished Floor Mounts
(2) Recaro Sliders w/ Customized Slide Pull Mechanism
Coding:
DVD in Motion
Air Bag Error Light Off (Racing Seat Install Purposes)
Seatblet Error Light Off (Racing Seat Install Purposes)
Eurocode Amber Corner Light Delete (Only Want Focus on AiB w/o the hideous Orange Corner Light Distractions)
One Touch Window Operations w/ Doors Open
Remote Window Roll Up/ Down
Remote Window Fold In/ Out
Gas Light Alert @ 1/8 Tank (versus standard 1/4)
1991 Mustang GT modified a little to match my taste. Stock 5.0 block, l.7 Cobra Roller Rockers, Cobra upper & lower intake, Saleen 8mm wires, Steeda underdrive pulleys, Evans waterless coolant with no thermostat,2 chamber flowmaster mufflers, runs on 87 octane fuel.Custom built caster camber plates, Steeda G-load brace, Cobra tailights, Cobra Grill insert, Vinyl graphics designed by owner.Interior has Cobra white face gauges, Hurst shifter ball, Ford Racing floor mats, Pioneer premium stereo/cd playerUp until 2 years ago it was driven every day to work, rain or shine. Has won several awards in local car shows and Mustang anniversary shows.
From eBay: Here's something you won't see everyday! One of a kind custom Ford Pinto with a 450hp V8 conversion and 5 speed manual transmission. Run it on the street or the strip!
Engine details:
1988 Ford 5.0 block (bored .030 over - 306ci)
Forged flat top pistons
Canfield 195cc aluminium heads
Camshaft Innovations Custom ground solid roller camshaft (.616 lift)
Complete Comp Cams valve train components
Edelbrock Victor Jr intake
Holley 600 double pumper carburator
MSD ignition system w/ Pro Billet distributor
March underdrive pullys
Griffin aluminium radiator
Hooker long tube headers
Drivetrain:
Tremec 3550 5 speed transmission
SVO Mongoose clutch kit
8" rear axle with Richmond 3.80:1 gears w/ locker
Lakewood slapper bars
Cooper Cobra tires 295/50R15 (rear) 185/75R14 (front)
Car was built about 6 years ago as a street / strip car. Custom bodywork and paint and complete interior. Recent work to the car includes an engine fresh up (rings, bearings, gaskets), installation of a Tremec 3550 5 speed transmission, new dual exhaust system. Less than 10 kms on this car since engine refresh. Body is straight and paint is good. Color is Mopar Panther Pink. Some minor marks and scratches gathered from 2 years of racing, mostly on the lower front valance. No rust. Floor has been patched a few years ago, everything else solid underneath. Small crack in windshield on the lower passenger corner. Engine hold about 50psi oil pressure at hot idle. Transmission shifts smooth. Engine has never been dynoed but is estimated at aprox. 450hp. Car has run 11.90's at 114mph in the 1/4 mile. Rear seat was removed from car for about 6 years when it had a roll bar, but was installed back into the car. Car runs good on the street. Idle quality is quite good considering the aggressive cam, has never overheated on me, but like any other hotrod, I wouldn't try idling in traffic in July for any amount of time! Aluminium fuel cell is located in the trunk (NO GAS GAUGE).
Car is real fun, and really gets attention! Some minor things it needs for a safety inspection is a plate light, reverse light, horn and rear seat belts.
Car is titled as a 1979 Bobcat, title is clean.
Reserve is set much lower than the price of the engine build alone!!
From eBay: Here's something you won't see everyday! One of a kind custom Ford Pinto with a 450hp V8 conversion and 5 speed manual transmission. Run it on the street or the strip!
Engine details:
1988 Ford 5.0 block (bored .030 over - 306ci)
Forged flat top pistons
Canfield 195cc aluminium heads
Camshaft Innovations Custom ground solid roller camshaft (.616 lift)
Complete Comp Cams valve train components
Edelbrock Victor Jr intake
Holley 600 double pumper carburator
MSD ignition system w/ Pro Billet distributor
March underdrive pullys
Griffin aluminium radiator
Hooker long tube headers
Drivetrain:
Tremec 3550 5 speed transmission
SVO Mongoose clutch kit
8" rear axle with Richmond 3.80:1 gears w/ locker
Lakewood slapper bars
Cooper Cobra tires 295/50R15 (rear) 185/75R14 (front)
Car was built about 6 years ago as a street / strip car. Custom bodywork and paint and complete interior. Recent work to the car includes an engine fresh up (rings, bearings, gaskets), installation of a Tremec 3550 5 speed transmission, new dual exhaust system. Less than 10 kms on this car since engine refresh. Body is straight and paint is good. Color is Mopar Panther Pink. Some minor marks and scratches gathered from 2 years of racing, mostly on the lower front valance. No rust. Floor has been patched a few years ago, everything else solid underneath. Small crack in windshield on the lower passenger corner. Engine hold about 50psi oil pressure at hot idle. Transmission shifts smooth. Engine has never been dynoed but is estimated at aprox. 450hp. Car has run 11.90's at 114mph in the 1/4 mile. Rear seat was removed from car for about 6 years when it had a roll bar, but was installed back into the car. Car runs good on the street. Idle quality is quite good considering the aggressive cam, has never overheated on me, but like any other hotrod, I wouldn't try idling in traffic in July for any amount of time! Aluminium fuel cell is located in the trunk (NO GAS GAUGE).
Car is real fun, and really gets attention! Some minor things it needs for a safety inspection is a plate light, reverse light, horn and rear seat belts.
Car is titled as a 1979 Bobcat, title is clean.
Reserve is set much lower than the price of the engine build alone!!
sicily - italia 10/2012
listening to the inchtabokatables - SCHLAFLIED
The Inchtabokatables were formed on February 7, 1991 in a pub in Berlin called "Bärenschenke". The founding members were B. Breuler, B. Deutung, Herr Jeh, Franzi Underdrive and Kokolorus Mitnichten. Before joining The Inchtabokatables, B. Deutung and Herr Jeh played together with Subway To Sally singer Eric Fish in the band Catriona. Franzi Underdrive left the band shortly after the release of their debut album 'Inchtomanie'. She was replaced by Oliver Riedel aka Orgien-Olli. After the release of White Sheep and Ultra Oliver Riedel went on to join the Industrial band Rammstein. He was replaced by Moeh, who played in the Industrial band T.A.S.S.. The bands style changed more and more from Folk Punk to Industrial.
source: wikipedia
From eBay:
1982 Capri 5.0 Black Magic limited edition, only 347 1982 5.0 Black Magic's produced. Original owner, car has been essentially stored since 1984 when I enlisted in the Air Force 9364 original miles, 8884on original 85 mph odometer and 480 on aftermarket 140 mph odometer. Car spends most of it's time on jack stands in a dehumidified garage, it has travelled cross country due to my relocating due to work and military but was trailered/ auto transported and not driven. Car has never seen snow or road salt and has only seen rain on a few occasions.
Everything works, AC needs freon. Car runs and drives like new and this year had new brakes, calipers, slave cylinders, sterering rack installed. Motorsport suspension system with springs and sway bars, underdrive pully system and 140 mph speedometer. Bilstien shocks, new OEM Michelan TRX tires. Car does have aftermarket stereo with AM FM CD and custom sub woofer box, the speaker box can be removed and there is no damage to the rear interior panels due to its placement.
Car is rare, probaly the lowest mialage best example of this year, make and model car in existance.
Photos and words by: Arlene Z.
Owner: Alvin Munoz
Car Club: Street Stangz MC
Dreams can come true, and for Alvin Munoz it is a dream that is becoming true day by day. Alvin Munoz is the owner of one of the cleanest Mustangs out in SoCal and now a newly XIX sponsored vehicle. Just 5 years ago, he wasn’t sure he wanted a Mustang at first but when saw his brother come home with one and modifying it; he knew he wanted one as well. Alvin’s decision wasn’t easy but thanks to the film REDLINE he knew which one he wanted.
Current Modifications:
S&B Cold Air Intake | BBK Throttle Body 70mm | Steeda Underdrive Pulley| JBA Shorty Headers| Diablo Sport Tuner| 75shot Wet Shot ZEX Nitrous | Custom Pearl White and Blue Paint | Custom Full Interior | Custom Lighting | Auto Meter Gauges | Full Pioneer Audio System Custom Setup | Custom Oracle Lighting | LED Lighting | Engine Bay Lighting |
Wheels: XIX Wheels X33 Matte Titanium Finish Staggered 20x8.5 & 20x10
Tires: NEXEN 245/35/20 F & 255/35/20 R
Photos and words by: Arlene Z.
Owner: Alvin Munoz
Car Club: Street Stangz MC
Dreams can come true, and for Alvin Munoz it is a dream that is becoming true day by day. Alvin Munoz is the owner of one of the cleanest Mustangs out in SoCal and now a newly XIX sponsored vehicle. Just 5 years ago, he wasn’t sure he wanted a Mustang at first but when saw his brother come home with one and modifying it; he knew he wanted one as well. Alvin’s decision wasn’t easy but thanks to the film REDLINE he knew which one he wanted.
Current Modifications:
S&B Cold Air Intake | BBK Throttle Body 70mm | Steeda Underdrive Pulley| JBA Shorty Headers| Diablo Sport Tuner| 75shot Wet Shot ZEX Nitrous | Custom Pearl White and Blue Paint | Custom Full Interior | Custom Lighting | Auto Meter Gauges | Full Pioneer Audio System Custom Setup | Custom Oracle Lighting | LED Lighting | Engine Bay Lighting |
Wheels: XIX Wheels X33 Matte Titanium Finish Staggered 20x8.5 & 20x10
Tires: NEXEN 245/35/20 F & 255/35/20 R
Photos and words by: Arlene Z.
Owner: Alvin Munoz
Car Club: Street Stangz MC
Dreams can come true, and for Alvin Munoz it is a dream that is becoming true day by day. Alvin Munoz is the owner of one of the cleanest Mustangs out in SoCal and now a newly XIX sponsored vehicle. Just 5 years ago, he wasn’t sure he wanted a Mustang at first but when saw his brother come home with one and modifying it; he knew he wanted one as well. Alvin’s decision wasn’t easy but thanks to the film REDLINE he knew which one he wanted.
Current Modifications:
S&B Cold Air Intake | BBK Throttle Body 70mm | Steeda Underdrive Pulley| JBA Shorty Headers| Diablo Sport Tuner| 75shot Wet Shot ZEX Nitrous | Custom Pearl White and Blue Paint | Custom Full Interior | Custom Lighting | Auto Meter Gauges | Full Pioneer Audio System Custom Setup | Custom Oracle Lighting | LED Lighting | Engine Bay Lighting |
Wheels: XIX Wheels X33 Matte Titanium Finish Staggered 20x8.5 & 20x10
Tires: NEXEN 245/35/20 F & 255/35/20 R
From eBay:
1982 Capri 5.0 Black Magic limited edition, only 347 1982 5.0 Black Magic's produced. Original owner, car has been essentially stored since 1984 when I enlisted in the Air Force 9364 original miles, 8884on original 85 mph odometer and 480 on aftermarket 140 mph odometer. Car spends most of it's time on jack stands in a dehumidified garage, it has travelled cross country due to my relocating due to work and military but was trailered/ auto transported and not driven. Car has never seen snow or road salt and has only seen rain on a few occasions.
Everything works, AC needs freon. Car runs and drives like new and this year had new brakes, calipers, slave cylinders, sterering rack installed. Motorsport suspension system with springs and sway bars, underdrive pully system and 140 mph speedometer. Bilstien shocks, new OEM Michelan TRX tires. Car does have aftermarket stereo with AM FM CD and custom sub woofer box, the speaker box can be removed and there is no damage to the rear interior panels due to its placement.
Car is rare, probaly the lowest mialage best example of this year, make and model car in existance.
From eBay: Here's something you won't see everyday! One of a kind custom Ford Pinto with a 450hp V8 conversion and 5 speed manual transmission. Run it on the street or the strip!
Engine details:
1988 Ford 5.0 block (bored .030 over - 306ci)
Forged flat top pistons
Canfield 195cc aluminium heads
Camshaft Innovations Custom ground solid roller camshaft (.616 lift)
Complete Comp Cams valve train components
Edelbrock Victor Jr intake
Holley 600 double pumper carburator
MSD ignition system w/ Pro Billet distributor
March underdrive pullys
Griffin aluminium radiator
Hooker long tube headers
Drivetrain:
Tremec 3550 5 speed transmission
SVO Mongoose clutch kit
8" rear axle with Richmond 3.80:1 gears w/ locker
Lakewood slapper bars
Cooper Cobra tires 295/50R15 (rear) 185/75R14 (front)
Car was built about 6 years ago as a street / strip car. Custom bodywork and paint and complete interior. Recent work to the car includes an engine fresh up (rings, bearings, gaskets), installation of a Tremec 3550 5 speed transmission, new dual exhaust system. Less than 10 kms on this car since engine refresh. Body is straight and paint is good. Color is Mopar Panther Pink. Some minor marks and scratches gathered from 2 years of racing, mostly on the lower front valance. No rust. Floor has been patched a few years ago, everything else solid underneath. Small crack in windshield on the lower passenger corner. Engine hold about 50psi oil pressure at hot idle. Transmission shifts smooth. Engine has never been dynoed but is estimated at aprox. 450hp. Car has run 11.90's at 114mph in the 1/4 mile. Rear seat was removed from car for about 6 years when it had a roll bar, but was installed back into the car. Car runs good on the street. Idle quality is quite good considering the aggressive cam, has never overheated on me, but like any other hotrod, I wouldn't try idling in traffic in July for any amount of time! Aluminium fuel cell is located in the trunk (NO GAS GAUGE).
Car is real fun, and really gets attention! Some minor things it needs for a safety inspection is a plate light, reverse light, horn and rear seat belts.
Car is titled as a 1979 Bobcat, title is clean.
Reserve is set much lower than the price of the engine build alone!!
Austin 7 RP Box Saloon (1934) Engine 747cc Production 83140
Registration Number AVX 829
Name: Beatrix
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
Longer 81 inch wheelbase, with wider track and doors, and no rear body overhang. Only deluxe models in 1932 but the range updated with a four speed box and an underdrive first for 1933 and in the same year mechanical fuel pump. 1934 cars have exposed trafficators and syncromesh.
This car was first registered 23rd March 1934 and having sevral keepers until 1966 when she was bought for a Rupert Bray as a 15th Birthday present. He stripped her to a bare chassis and raced around a field, he later restored and rebuilt her returning her to the road in 1974. Rupert was killed in 1983 in a plane crash in Nigeria, the car passing to his sister who stored her until 1998, when she was bought by a lady from Worcestershire but was little used. The present owner, a former Austin Seven owner in his youth, bought her in 2006 and has since restored her back to her 1934 condition..
Shot at Catton Hall, Alrewas, Staffordshire 02.02.2010 Ref 53-08
Photos and words by: Arlene Z.
Owner: Alvin Munoz
Car Club: Street Stangz MC
Dreams can come true, and for Alvin Munoz it is a dream that is becoming true day by day. Alvin Munoz is the owner of one of the cleanest Mustangs out in SoCal and now a newly XIX sponsored vehicle. Just 5 years ago, he wasn’t sure he wanted a Mustang at first but when saw his brother come home with one and modifying it; he knew he wanted one as well. Alvin’s decision wasn’t easy but thanks to the film REDLINE he knew which one he wanted.
Current Modifications:
S&B Cold Air Intake | BBK Throttle Body 70mm | Steeda Underdrive Pulley| JBA Shorty Headers| Diablo Sport Tuner| 75shot Wet Shot ZEX Nitrous | Custom Pearl White and Blue Paint | Custom Full Interior | Custom Lighting | Auto Meter Gauges | Full Pioneer Audio System Custom Setup | Custom Oracle Lighting | LED Lighting | Engine Bay Lighting |
Wheels: XIX Wheels X33 Matte Titanium Finish Staggered 20x8.5 & 20x10
Tires: NEXEN 245/35/20 F & 255/35/20 R
AEM Cold Air Intake, SVT Header, Magnaflow Exhaust, Focus Central Underdrive Pulleys, 2000 Ported Intake Manifold, Crane Stage 2 Cams, AEM Cam Gears, OZ Ultraleggera Wheels, Steeda Race Springs, KYB AGX Struts, Progress 26mm Rear Sway Bar, Focus Central Front Strut Brace, Focus Sport Rear Brace, Steeda Short Throw Shifter, Sony Mach Edition Seats, F2 RS Widebody Kit, Hella Headlamps, 2000 European Grill.
Photos and words by: Arlene Z.
Owner: Alvin Munoz
Car Club: Street Stangz MC
Dreams can come true, and for Alvin Munoz it is a dream that is becoming true day by day. Alvin Munoz is the owner of one of the cleanest Mustangs out in SoCal and now a newly XIX sponsored vehicle. Just 5 years ago, he wasn’t sure he wanted a Mustang at first but when saw his brother come home with one and modifying it; he knew he wanted one as well. Alvin’s decision wasn’t easy but thanks to the film REDLINE he knew which one he wanted.
Current Modifications:
S&B Cold Air Intake | BBK Throttle Body 70mm | Steeda Underdrive Pulley| JBA Shorty Headers| Diablo Sport Tuner| 75shot Wet Shot ZEX Nitrous | Custom Pearl White and Blue Paint | Custom Full Interior | Custom Lighting | Auto Meter Gauges | Full Pioneer Audio System Custom Setup | Custom Oracle Lighting | LED Lighting | Engine Bay Lighting |
Wheels: XIX Wheels X33 Matte Titanium Finish Staggered 20x8.5 & 20x10
Tires: NEXEN 245/35/20 F & 255/35/20 R
From eBay:
1982 Capri 5.0 Black Magic limited edition, only 347 1982 5.0 Black Magic's produced. Original owner, car has been essentially stored since 1984 when I enlisted in the Air Force 9364 original miles, 8884on original 85 mph odometer and 480 on aftermarket 140 mph odometer. Car spends most of it's time on jack stands in a dehumidified garage, it has travelled cross country due to my relocating due to work and military but was trailered/ auto transported and not driven. Car has never seen snow or road salt and has only seen rain on a few occasions.
Everything works, AC needs freon. Car runs and drives like new and this year had new brakes, calipers, slave cylinders, sterering rack installed. Motorsport suspension system with springs and sway bars, underdrive pully system and 140 mph speedometer. Bilstien shocks, new OEM Michelan TRX tires. Car does have aftermarket stereo with AM FM CD and custom sub woofer box, the speaker box can be removed and there is no damage to the rear interior panels due to its placement.
Car is rare, probaly the lowest mialage best example of this year, make and model car in existance.
From eBay: Here's something you won't see everyday! One of a kind custom Ford Pinto with a 450hp V8 conversion and 5 speed manual transmission. Run it on the street or the strip!
Engine details:
1988 Ford 5.0 block (bored .030 over - 306ci)
Forged flat top pistons
Canfield 195cc aluminium heads
Camshaft Innovations Custom ground solid roller camshaft (.616 lift)
Complete Comp Cams valve train components
Edelbrock Victor Jr intake
Holley 600 double pumper carburator
MSD ignition system w/ Pro Billet distributor
March underdrive pullys
Griffin aluminium radiator
Hooker long tube headers
Drivetrain:
Tremec 3550 5 speed transmission
SVO Mongoose clutch kit
8" rear axle with Richmond 3.80:1 gears w/ locker
Lakewood slapper bars
Cooper Cobra tires 295/50R15 (rear) 185/75R14 (front)
Car was built about 6 years ago as a street / strip car. Custom bodywork and paint and complete interior. Recent work to the car includes an engine fresh up (rings, bearings, gaskets), installation of a Tremec 3550 5 speed transmission, new dual exhaust system. Less than 10 kms on this car since engine refresh. Body is straight and paint is good. Color is Mopar Panther Pink. Some minor marks and scratches gathered from 2 years of racing, mostly on the lower front valance. No rust. Floor has been patched a few years ago, everything else solid underneath. Small crack in windshield on the lower passenger corner. Engine hold about 50psi oil pressure at hot idle. Transmission shifts smooth. Engine has never been dynoed but is estimated at aprox. 450hp. Car has run 11.90's at 114mph in the 1/4 mile. Rear seat was removed from car for about 6 years when it had a roll bar, but was installed back into the car. Car runs good on the street. Idle quality is quite good considering the aggressive cam, has never overheated on me, but like any other hotrod, I wouldn't try idling in traffic in July for any amount of time! Aluminium fuel cell is located in the trunk (NO GAS GAUGE).
Car is real fun, and really gets attention! Some minor things it needs for a safety inspection is a plate light, reverse light, horn and rear seat belts.
Car is titled as a 1979 Bobcat, title is clean.
Reserve is set much lower than the price of the engine build alone!!
Photos and words by: Arlene Z.
Owner: Alvin Munoz
Car Club: Street Stangz MC
Dreams can come true, and for Alvin Munoz it is a dream that is becoming true day by day. Alvin Munoz is the owner of one of the cleanest Mustangs out in SoCal and now a newly XIX sponsored vehicle. Just 5 years ago, he wasn’t sure he wanted a Mustang at first but when saw his brother come home with one and modifying it; he knew he wanted one as well. Alvin’s decision wasn’t easy but thanks to the film REDLINE he knew which one he wanted.
Current Modifications:
S&B Cold Air Intake | BBK Throttle Body 70mm | Steeda Underdrive Pulley| JBA Shorty Headers| Diablo Sport Tuner| 75shot Wet Shot ZEX Nitrous | Custom Pearl White and Blue Paint | Custom Full Interior | Custom Lighting | Auto Meter Gauges | Full Pioneer Audio System Custom Setup | Custom Oracle Lighting | LED Lighting | Engine Bay Lighting |
Wheels: XIX Wheels X33 Matte Titanium Finish Staggered 20x8.5 & 20x10
Tires: NEXEN 245/35/20 F & 255/35/20 R
Photos and words by: Arlene Z.
Owner: Alvin Munoz
Car Club: Street Stangz MC
Dreams can come true, and for Alvin Munoz it is a dream that is becoming true day by day. Alvin Munoz is the owner of one of the cleanest Mustangs out in SoCal and now a newly XIX sponsored vehicle. Just 5 years ago, he wasn’t sure he wanted a Mustang at first but when saw his brother come home with one and modifying it; he knew he wanted one as well. Alvin’s decision wasn’t easy but thanks to the film REDLINE he knew which one he wanted.
Current Modifications:
S&B Cold Air Intake | BBK Throttle Body 70mm | Steeda Underdrive Pulley| JBA Shorty Headers| Diablo Sport Tuner| 75shot Wet Shot ZEX Nitrous | Custom Pearl White and Blue Paint | Custom Full Interior | Custom Lighting | Auto Meter Gauges | Full Pioneer Audio System Custom Setup | Custom Oracle Lighting | LED Lighting | Engine Bay Lighting |
Wheels: XIX Wheels X33 Matte Titanium Finish Staggered 20x8.5 & 20x10
Tires: NEXEN 245/35/20 F & 255/35/20 R
Twin turbo terror 4.6 L
by Al Moody Racing Engines
CNC Ported 3 Valve Heads
Forged Aluminum Pistons
Manley H-Beam Steel Rods
Competition Cams Cam
Twin Water to Air Precision Turbos
Random Technology High Flow Cats
Kinsler 8 Stack 16 Injector System
Stainless Steel turbo headers
Secondary Computerized Fuel Injection
Be Cool 4 core radiator
Adel Wiggins quick release intercooler piping
Ram Clutch
Metco Billet Turbo Plenum
Twin Water to Air Intercoolers
Metco billet underdrive pulleys
Ford Racing valve covers
Photos and words by: Arlene Z.
Owner: Alvin Munoz
Car Club: Street Stangz MC
Dreams can come true, and for Alvin Munoz it is a dream that is becoming true day by day. Alvin Munoz is the owner of one of the cleanest Mustangs out in SoCal and now a newly XIX sponsored vehicle. Just 5 years ago, he wasn’t sure he wanted a Mustang at first but when saw his brother come home with one and modifying it; he knew he wanted one as well. Alvin’s decision wasn’t easy but thanks to the film REDLINE he knew which one he wanted.
Current Modifications:
S&B Cold Air Intake | BBK Throttle Body 70mm | Steeda Underdrive Pulley| JBA Shorty Headers| Diablo Sport Tuner| 75shot Wet Shot ZEX Nitrous | Custom Pearl White and Blue Paint | Custom Full Interior | Custom Lighting | Auto Meter Gauges | Full Pioneer Audio System Custom Setup | Custom Oracle Lighting | LED Lighting | Engine Bay Lighting |
Wheels: XIX Wheels X33 Matte Titanium Finish Staggered 20x8.5 & 20x10
Tires: NEXEN 245/35/20 F & 255/35/20 R
Photos and words by: Arlene Z.
Owner: Alvin Munoz
Car Club: Street Stangz MC
Dreams can come true, and for Alvin Munoz it is a dream that is becoming true day by day. Alvin Munoz is the owner of one of the cleanest Mustangs out in SoCal and now a newly XIX sponsored vehicle. Just 5 years ago, he wasn’t sure he wanted a Mustang at first but when saw his brother come home with one and modifying it; he knew he wanted one as well. Alvin’s decision wasn’t easy but thanks to the film REDLINE he knew which one he wanted.
Current Modifications:
S&B Cold Air Intake | BBK Throttle Body 70mm | Steeda Underdrive Pulley| JBA Shorty Headers| Diablo Sport Tuner| 75shot Wet Shot ZEX Nitrous | Custom Pearl White and Blue Paint | Custom Full Interior | Custom Lighting | Auto Meter Gauges | Full Pioneer Audio System Custom Setup | Custom Oracle Lighting | LED Lighting | Engine Bay Lighting |
Wheels: XIX Wheels X33 Matte Titanium Finish Staggered 20x8.5 & 20x10
Tires: NEXEN 245/35/20 F & 255/35/20 R
Austin 7 RP Box Saloon (1934) Engine 747cc Production 83140
Registration Number AVX 829
Name: Beatrix
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
Longer 81 inch wheelbase, with wider track and doors, and no rear body overhang. Only deluxe models in 1932 but the range updated with a four speed box and an underdrive first for 1933 and in the same year mechanical fuel pump. 1934 cars have exposed trafficators and syncromesh.
This car was first registered 23rd March 1934 and having sevral keepers until 1966 when she was bought for a Rupert Bray as a 15th Birthday present. He stripped her to a bare chassis and raced around a field, he later restored and rebuilt her returning her to the road in 1974. Rupert was killed in 1983 in a plane crash in Nigeria, the car passing to his sister who stored her until 1998, when she was bought by a lady from Worcestershire but was little used. The present owner, a former Austin Seven owner in his youth, bought her in 2006 and has since restored her back to her 1934 condition..
Many Thanks for a fan'dabi'dozi 29,144,700 views
Shot 17:08:2014 at Lupin Farm Classic Car Show, Orgreave, Staffordshire Ref 102-602b
From eBay:
1982 Capri 5.0 Black Magic limited edition, only 347 1982 5.0 Black Magic's produced. Original owner, car has been essentially stored since 1984 when I enlisted in the Air Force 9364 original miles, 8884on original 85 mph odometer and 480 on aftermarket 140 mph odometer. Car spends most of it's time on jack stands in a dehumidified garage, it has travelled cross country due to my relocating due to work and military but was trailered/ auto transported and not driven. Car has never seen snow or road salt and has only seen rain on a few occasions.
Everything works, AC needs freon. Car runs and drives like new and this year had new brakes, calipers, slave cylinders, sterering rack installed. Motorsport suspension system with springs and sway bars, underdrive pully system and 140 mph speedometer. Bilstien shocks, new OEM Michelan TRX tires. Car does have aftermarket stereo with AM FM CD and custom sub woofer box, the speaker box can be removed and there is no damage to the rear interior panels due to its placement.
Car is rare, probaly the lowest mialage best example of this year, make and model car in existance.
From eBay:
1982 Capri 5.0 Black Magic limited edition, only 347 1982 5.0 Black Magic's produced. Original owner, car has been essentially stored since 1984 when I enlisted in the Air Force 9364 original miles, 8884on original 85 mph odometer and 480 on aftermarket 140 mph odometer. Car spends most of it's time on jack stands in a dehumidified garage, it has travelled cross country due to my relocating due to work and military but was trailered/ auto transported and not driven. Car has never seen snow or road salt and has only seen rain on a few occasions.
Everything works, AC needs freon. Car runs and drives like new and this year had new brakes, calipers, slave cylinders, sterering rack installed. Motorsport suspension system with springs and sway bars, underdrive pully system and 140 mph speedometer. Bilstien shocks, new OEM Michelan TRX tires. Car does have aftermarket stereo with AM FM CD and custom sub woofer box, the speaker box can be removed and there is no damage to the rear interior panels due to its placement.
Car is rare, probaly the lowest mialage best example of this year, make and model car in existance.
From eBay:
1982 Capri 5.0 Black Magic limited edition, only 347 1982 5.0 Black Magic's produced. Original owner, car has been essentially stored since 1984 when I enlisted in the Air Force 9364 original miles, 8884on original 85 mph odometer and 480 on aftermarket 140 mph odometer. Car spends most of it's time on jack stands in a dehumidified garage, it has travelled cross country due to my relocating due to work and military but was trailered/ auto transported and not driven. Car has never seen snow or road salt and has only seen rain on a few occasions.
Everything works, AC needs freon. Car runs and drives like new and this year had new brakes, calipers, slave cylinders, sterering rack installed. Motorsport suspension system with springs and sway bars, underdrive pully system and 140 mph speedometer. Bilstien shocks, new OEM Michelan TRX tires. Car does have aftermarket stereo with AM FM CD and custom sub woofer box, the speaker box can be removed and there is no damage to the rear interior panels due to its placement.
Car is rare, probaly the lowest mialage best example of this year, make and model car in existance.
From eBay: Here's something you won't see everyday! One of a kind custom Ford Pinto with a 450hp V8 conversion and 5 speed manual transmission. Run it on the street or the strip!
Engine details:
1988 Ford 5.0 block (bored .030 over - 306ci)
Forged flat top pistons
Canfield 195cc aluminium heads
Camshaft Innovations Custom ground solid roller camshaft (.616 lift)
Complete Comp Cams valve train components
Edelbrock Victor Jr intake
Holley 600 double pumper carburator
MSD ignition system w/ Pro Billet distributor
March underdrive pullys
Griffin aluminium radiator
Hooker long tube headers
Drivetrain:
Tremec 3550 5 speed transmission
SVO Mongoose clutch kit
8" rear axle with Richmond 3.80:1 gears w/ locker
Lakewood slapper bars
Cooper Cobra tires 295/50R15 (rear) 185/75R14 (front)
Car was built about 6 years ago as a street / strip car. Custom bodywork and paint and complete interior. Recent work to the car includes an engine fresh up (rings, bearings, gaskets), installation of a Tremec 3550 5 speed transmission, new dual exhaust system. Less than 10 kms on this car since engine refresh. Body is straight and paint is good. Color is Mopar Panther Pink. Some minor marks and scratches gathered from 2 years of racing, mostly on the lower front valance. No rust. Floor has been patched a few years ago, everything else solid underneath. Small crack in windshield on the lower passenger corner. Engine hold about 50psi oil pressure at hot idle. Transmission shifts smooth. Engine has never been dynoed but is estimated at aprox. 450hp. Car has run 11.90's at 114mph in the 1/4 mile. Rear seat was removed from car for about 6 years when it had a roll bar, but was installed back into the car. Car runs good on the street. Idle quality is quite good considering the aggressive cam, has never overheated on me, but like any other hotrod, I wouldn't try idling in traffic in July for any amount of time! Aluminium fuel cell is located in the trunk (NO GAS GAUGE).
Car is real fun, and really gets attention! Some minor things it needs for a safety inspection is a plate light, reverse light, horn and rear seat belts.
Car is titled as a 1979 Bobcat, title is clean.
Reserve is set much lower than the price of the engine build alone!!
Austin Seven Long (1933) Engine 747cc S4 SV Production 63140 (all 7hp 1932-34)
Registration Number 537 YUB
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
Built on a longer 87 inch wheelbase with a wider track and doors with more interior space. Four speed, (underdrive first) introduced on the Deluxe in 1932 and the rest of the range for 1933 when a mechanical fuel pump and rear fuel tank was introduced. 1934 models received syncromesh gears and exposed trafficators.
Shot 15:05:2010 atChiltern Hills Vintage Vehicle Rally, Aston Clinton, Buckinghamshire Ref 68-024
Please click on the flag counter icon on my Profile page.
Thankyou
Austin Seven Long RP Saloon (1932-34) Engine 747cc S4 SV Production 63140 (all 7hp 1932-34)
Registration Number AVX 829
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
Built on a longer 87 inch wheelbase with a wider track and doors with more interior space. Four speed, (underdrive first) introduced on the Deluxe in 1932 and the rest of the range for 1933 when a mechanical fuel pump and rear fuel tank was introduced. 1934 models received syncromesh gears and exposed trafficators.
Shot at Weston Park Classic Car Show 25:04:2011 Ref 70-014
Please do not forget to visit the Flag Counter on my Profile page to record a visit from your country.
Thanks.
From eBay:
1982 Capri 5.0 Black Magic limited edition, only 347 1982 5.0 Black Magic's produced. Original owner, car has been essentially stored since 1984 when I enlisted in the Air Force 9364 original miles, 8884on original 85 mph odometer and 480 on aftermarket 140 mph odometer. Car spends most of it's time on jack stands in a dehumidified garage, it has travelled cross country due to my relocating due to work and military but was trailered/ auto transported and not driven. Car has never seen snow or road salt and has only seen rain on a few occasions.
Everything works, AC needs freon. Car runs and drives like new and this year had new brakes, calipers, slave cylinders, sterering rack installed. Motorsport suspension system with springs and sway bars, underdrive pully system and 140 mph speedometer. Bilstien shocks, new OEM Michelan TRX tires. Car does have aftermarket stereo with AM FM CD and custom sub woofer box, the speaker box can be removed and there is no damage to the rear interior panels due to its placement.
Car is rare, probaly the lowest mialage best example of this year, make and model car in existance.
From eBay:
1982 Capri 5.0 Black Magic limited edition, only 347 1982 5.0 Black Magic's produced. Original owner, car has been essentially stored since 1984 when I enlisted in the Air Force 9364 original miles, 8884on original 85 mph odometer and 480 on aftermarket 140 mph odometer. Car spends most of it's time on jack stands in a dehumidified garage, it has travelled cross country due to my relocating due to work and military but was trailered/ auto transported and not driven. Car has never seen snow or road salt and has only seen rain on a few occasions.
Everything works, AC needs freon. Car runs and drives like new and this year had new brakes, calipers, slave cylinders, sterering rack installed. Motorsport suspension system with springs and sway bars, underdrive pully system and 140 mph speedometer. Bilstien shocks, new OEM Michelan TRX tires. Car does have aftermarket stereo with AM FM CD and custom sub woofer box, the speaker box can be removed and there is no damage to the rear interior panels due to its placement.
Car is rare, probaly the lowest mialage best example of this year, make and model car in existance.