Beruflich Dokumente
Kultur Dokumente
Every Ford Dealer was furnished with a small booklet which detailed the features and type of construction of the various assemblies of the Model T, the TT and the Fordson Tractor. Included were the prices and work sheets for the dealer to add the freight and taxes to the factory price, as well as hints and suggestions on methods of selling the Ford line. There are many details on the design, size, materials used, and other hard-to-find data on the Model T as it was made in 1922-23. Note, however, that some of the "improvements" listed appeared some time before 1923[ some dating back serveral years. Check the Encyclopedia pages of this Web site for more detailed information on when changes were made. Following is what was contained in the Ford car section of the 1923 issue of this booklet. Click on the following menu items to go directly to their location. General Description Weights Prices, 1903-1923 Ignition Chassis Springs 1923 Dealer Prices "Recent Improvements" Fuel Tanks Motor Lubrication Rear Axle Steering Trucks Ease of Operation Closed Cars Transmission Radiator Front Axle Brakes
Recent Improvements
Front License Bracket A new design front license tag bracket has been made standard on all cars. These brackets, together with the standard rear brackets, are in locations convenient for attaching license tags for any state and reasonably protected from splash and mud in service. New Jack-Ford Design The new Ford design jack gives to the owner at once a simple, powerful jack at a reasonable cost. The jack is of an improved screw type, combining those features which have been in service and proved themselves to be entirely satisfactory. The action is simple, the design is rugged, and there are few parts to get out of order. Crankcase Front Bearing Crankcase front end bearing has been re-designed, making it simpler and at the same time providing greater flexibility for the front spring, with improved riding qualities. Spring Hangers The new one-piece spring hangers are a decided improvement. Being in one piece they cannot loosen or rattle in service and their permanent alignment means better spring action and better riding qualities. Ford Design Cut-out The new Ford cut-out has been designed with special reference to: 1. Reliability 2. Simplicity It is very compact, of comparatively few parts, and with ample insulators. Ford "H" Headlamp Lenses The new Ford "H" Headlamp Lenses give to Ford owners a lighting equipment second to none on the road. Equipped with the special design refracting type lens, and a new 21-candle-power, gas-filled, double-filament bulb, these headlamps afford at once ample and well-distributed road light and no glare. Steering Wheel The steering wheel has been increased to sixteen-inch diameter, making steering and driving in general easier, more positive and more comfortable. Spare Tire Carrier An improved design which combines light weight with increased strength and rigidity. Wiring System The wiring system has been completely re-designed, making it practically proof against short circuits and fire. Moreover, the new design has been approved by the fire insurance underwriters and all Ford cars equipped with the new wiring system obtain a remarkably low fire insurance rate. 1. All wires of No. 16 gauge or heavier insuring freedom from breakage and ample mechanical strength. 2. All rubber or braid insulation of standard National Electrical Code specifications approved by the underwriters. 3. Improved dash and frame clips for carrying wires. Re-designed for rigidity and strength, without danger of shorts. 4. Special insulator looms and frame brackets for heavy duty starting cables. 5. Special tail light wire suspension with tension spring and frame insulators. 6. New design dash terminal block of Fordite insulation. 7. All wires in black glazed cotton looms, giving strength and good appearance. 8 Special brackets for supporting gasoline tank to prevent contact with wiring system or abrasion on frame. 9. Special loom extension on commutator wires and fiber insulators on commutator case. The new wiring at once insures the Ford owner against breakage, short circuits or other trouble in his electrical system and affords him a fire insurance rate as low as many high priced cars on the market. Pressed Steel Muffler The present muffler is of full, pressed steel design. Its muffling action is the equal of, and its freedom from breakage and extra weight far superior to that of the conventional type with cast ends and brackets. Mounted directly upon the exhaust pipe, a very compact, light and rigid construction is obtained. The new muffler has been approved by the engineers of the fire insurance underwriters, which means that it is free from possibility of breakage, leaks or other fire hazards. Pistons and Connecting Rods Pistons and connecting rods have been re-designed, providing lighter structures, without decrease in strength or wearing qualities. This reduction in reciprocating weight has produced a smoother running motor with reduced vibration and with quicker, snappier pick-up. Moreover, careful weight selection of these parts in the shop before assembling into any given motor further insures deceased vibration and increased efficiency, under all conditions of operation. One-Piece Running Board Brackets The new design running board brackets are of channel section and in one piece, extending completely across the chassis. This design insures the owner exceptional rigidity. Fan Assembly The new fan assembly provides the following features: 1. Large diameter pulleys preventing slippage, and increasing life of belt. 2. Bronze bushings running in self-contained bath of oil. 3. Dustproof enclosure. Starting Switch The new Ford design starting switch combines all the best features of manufacture and operation of the previous types. It is simple, direct acting, of few parts, and exceptionally easy of assembling and repair. Although there is practically nothing to get out of order in this simple switch, still disassembling is easily accomplished by the removal of two screws, when the top lifts off and the entire inner switch is exposed. The new switch is water, dust and rust proof, and in addition it is located in a protected position under the floor boards. Dash Weather Trough Prevention of rainy weather trouble due to water on the dash and coil terminals has been effected by application of the new design dash weather trough. This trough catches any water, which in severe rains may work under the hood at the dash, and carries it to either side, eliminating danger of shorts, hard starting or irregular firing, due to possible water shorts on the coil terminals or dash wiring. Radiator Mounting The radiator is now mounted upon springs whereby it is afforded a limited flexibility. This Increases the life of the radiator, prevents possible breakage due to weaving of the frame, and relieves the radiator from sudden shocks and vibration. Front Radius Rods Fastening of the front radius rods has been improved by the use of tapered nuts in tapered seats. This construction insures an absolutely tight initial fit and the wedging effect obtained prevents loosening under even the most severe service conditions of load and vibration.
U. S. Ford Weights
Year Aug. 1-July 31 1915-1916 1916-1917 1917-1918 1918-1919 1919-1920 1920-1921 1921-1922 1922-1923
Sedan 1730 1730 1745 1715 1750 1725 1875* 1900* 1915# Chassis 1200 980 980 980 1060 1020 1070 1082
Truck
* This weight of Coupe and Sedan includes starter and demountables. Other cars equipped with starter, add 95 pounds. 55 pounds additional for demountable rims and tire carrier. # Four Door Sedan
United States
Year Gallons 1 2 3 4 5 6 7 8 9
Square Tank 3/4" 1-1/2" 2-1/4" 3" 3-3/4" 4-1/2" 5-1/4" 6" 6-3/4"
Round Tank 1-17/32" 2-9/16" 3-1/2" 4-11/32" 5-1/8" 5-29/32" 6-3/4" 7-11/16" 8-23/32"
Oval Tank 1-7/16" 2-3/16" 2-15/16" 3-5/8" 4-5/16" 5" 5-11/15" 6-7/16" 7-3/16"
Canada
Gallons 1 2 3 4 5 6 7 8 Square Tank 6/7" 1-5/7" 2-4/7" 3-3/7" 4-2/7" 5-1/7" 6" 8-1/8" Round Tank 1-13/16" 2-15/16" 3-15/16" 4-7/8" 5-13/16" 6-7/8" 7/15/16" 9-5/8" (Imperial Gallons) Gallons Inches Gallons Inches Gallons Inches Gallons Inches 1 1-11/64 6 3-43/64 11 5-35/64 16 7-42/64 2 1-51/64 7 4-9/64 12 5-60/64 17 8-8/64 3 2-17/64 8 4-34/64 13 6-21/64 18 8-38/64 4 2-47/64 9 4-59/64 14 6-46/64 19 9-4/64 5 3-13/64 10 5-5/16 15 7-12/64 20 9-44/64 Oval Tank 1-3/8" 2-5/16" 3-3/16" 4" 4-13/16" 5-11/16" 6-19/32" 7-15/16"
885 750 515 550 975 850 525 640 600 850 $25.00 extra $15.00 extra 440 395 795 745 360 545 790 $25.00 extra $10.00 extra $625 415 370 760 695 345 495 625 355 325 660 595 295 445 625 348 319 645 580 285 430 625 395 298 269 595 725 530 235 380 395
INTRODUCTION
Steam Holes In the top face of the cylinder case are five 1/4" steam holes entering different portions of the water jacket. When the cylinder head is in place these holes connect with five similar holes in the cylinder head jackets and allow the escape of air or steam which otherwise would form in the lower jacket in pockets, impeding circulation. The water circulates through the three larger passages between cylinder and head jackets. Dimensions of Case Length--- 22-9/16" (outside of cylinder chambers); 21-25/23" (at main bearings) Height--- 10-5/8" (variation 1/32") Width--- 9-1/2" (at base) Valve ports exclusive of seats--- 1-5/16" Manifold ports (6)--- 1-1/8" with 1-1/4" countersink 1/8" deep Cylinder bores are 3.750" dia. and 6.752" long Camshaft bearing support holes--- Dia. of front hole 1.374 to 1.375, center 1.372 to 1.373, rear .9985 to 1.000 Diameter of valve stem guide hole--- .3125 plus Diameter of push rod guide hole--- .437 plus. Cylinder head bolt holes are 7/16" diameter, with No. 14 U. S. standard thread. Valve Assembly The valves are fitted at this point so that the seat will be protected from injury in subsequent assembly operations. Valves are guided by the spindle hole in the case and are held in the seated position by a spring encircling the guide boss in the case at one end and fixed to the valve stem at the other by a collar held by a small pin passing through a hole near the end of the valve stem. The valve spring is 3" long and 1" in diameter, when compressed by the washer and locking pin fixed to the valve stem, it exerts a pressure of about 20 lbs. In holding the valve seated. Dimensions of Valves Material, valve stem is made of cold rolled steel and valve head of cast iron. Diameter of head and upper edge of valve seat, 1-15/32" Diameter of lower edge of valve seat, 1-17/64" to 1-9/32" Width of valve seat, 3/32" ground at an angle of 45 to stem center. Thickness of head, 3/16" Stem diameter, .3105 to .312" Length of upper seat edge to plane through end of stem, 4.974" Spring collar pin hole, .110' to .113' diameter, and 4-19/32" from valve seat line. Rough Bearing Capping The upper half of the main crankshaft bearing supports are cast integral with the cylinder case. These supports are semi-cylindrical and are lined with a bushing of high pressure babbitt metal molded by the aid of a jig bar and held in place by lugs of the babbitt which fit into anchor holes in the casting. Caps of semi-cylindrical shape and lined similarly with the babbitt metal form the complete crank-shaft bearing when bolted in proper positions. Boring Main Crankshaft Bearings The main bearings are bored in large lathes using boring bars, the cylinder case being held in a jig making use of the camshaft bearing holes as locating points. The case is held in this manner during the boring, as any variation of the distance between the crank and camshaft bearing affect the meshing of the timing gears when these are assembled. The bearings are bored to a diameter of 1.248" to 1.249". Boring bars are run through the bearings twice to insure a smooth and accurate job. After the boring edges of the babbitt are filleted to a radius corresponding to that on the crankshaft bearings. The babbitt extends over both ends of the long rear bearing for this bearing must take care of the end thrust of the crankshaft. Hanging Crankshafts The crankshaft of the Ford engine is a drop forging of alloy steel with four crank throws and three main bearings. The crank throws are all in one plane, that is, 180 apart, the two outside throws pointing in the same direction and the two inside throws in the opposite direction. The small gear is keyed to the shaft by means of a Woodruff key: it is made of steel and has 24 spiral cut teeth. The main crank bearings have radius of 3/16" machined at their edges. This takes care of end thrust and makes a stronger shaft than if the edges were cut square. After the cylinder case leaves the boring operation, the bearing caps are removed and the .012" liners taken out The oil boles in the cylinder case bearing are now punched out and countersunk. The edges of the babbitt in the case bearings are now filed with a flat rasp to an angle of 45 with the lower face of the case. The groove thus formed when the cap is assembled acts as an oil lead for the bearing and also as a clearance to take care of the babbitt pressed out during the subsequent "running in" of the bearings. The ends of the bearings are also filed smooth. The center and front bearings have from 1/32" to 1/16" end clearance which allows for expansion and lubrication. The cap is now "rocked" over the round shaft and two or more brass shims of .002" thickness are applied until the rock of the cap shows a .004" or .005" clearance between case and cap edges. The caps are then bolted down and the bearings are "run in" on a belting block at a speed of about 700. R.P.M. for the period of one minute. The bearings during this process are pressed to conform to the shaft and a smooth even contact between shaft and bearing results. Dimensions of Crankshaft Bearings Crankshaft, front 2"; center, 2-3/16" rear 3-1/8" Case, front, 1-15/16"; center, 2-1/8"; rear, 3.118-.3120" Cap, front, 1-15/16"; center, 2-1/16"; rear, 3.118-.3.120" Principal Crankshaft Dimensions Length, 25-5/32" Length of connecting rod bearings, 1.495" to 1.505" on crankshaft. Diameter of all bearings, 1.248", also a standard undersize of .010" for main bearings and .025" for connecting rod bearings. After the belting operation, the rear bearing cap is removed and the bearing surface inspected. If this bearing is in good condition, the cap is oiled, replaced and bolted down with same tension as previous to removing. Camshaft The camshaft is a steel forging with eight ground cam surfaces. and three main bearings. The shaft is driven by means of spiral gearing at half the crankshaft speed. The front and center bearings of the camshaft are assembled on the shaft before insertion in the case. The bearings are split in half and are assembled on the shaft bearings by means of a spring clip snapped around the middle circumference. The center bearing is fitted with a liberal amount of play so that the shaft can line itself up properly. The rear camshaft bearing bushing is of cast iron pressed into the base and reamed with a reamer guided by the two forward bushing supports. The 48-tooth camshaft timing gear is also assembled on the shaft before fitting in the case. The gear is secured to the camshaft by means of two dowel pins driven into dowel holes in the flange of the shaft and the web of the gear. These pins are 7/16" long and have a 5/16" diameter at one end and 3/8" diameter at the other, the small end fitting in the camshaft flange. A 13/16" x 16 U.S.S. thread locknut is screwed on to the shaft till the gear is firmly held against the flange. Push rods are now inserted and the shaft with bearings and gear assembled is forced through the bearing support holes until the bearings are in contact with their respective case holes. Play is within the limits of two and four-thousandths clearance between meshed teeth. Camshaft Dimensions Camshaft length, 22-23/32" Diameter of end bearing, .748"; diameter of middle one same as end Length of end bearing, 1-3/4"; length of middle bearing 2-7/16" Length of front bearing, 1.967" Width of cams, 7/8" Diameter of heel of cam, 13/16" Greatest diameter of cam, 1-1/16" Flange diameter, 1-3/4" Flange width, 1/4" Dowel holes, .3120"-.3125" Thread-big thread, 13/16" x 16 U.S.F.; small thread 9/16" x 18 S.A.E. Push Rods Material, alloy steel heat treated. Length, 2-11/32" over all. Diameter stem, .4355"-.4365" Diameter head, 1" Pistons and Connecting Rod The Model "T" connecting rod is a steel forging of I-beam section with a babbitt bushed bearing box at one end and at the other a clamp to encircle and hold the wrist pin. The Model "T" connecting rod is 7" long between center of bearing to center of clamp hole. The babbitt bushed bearing is made in halves with removable cap held by two bolts with castellated nuts so that it can be assembled about the crank bearing. The cap is assembled on the rod and the bearing broached with .003" paper shims between edges of cap and rod before being assembled in the engine. The width of the crank bearing box is 1.495" to 1.505" and the width of the wrist pin clamp is 63/64" to 1-1/64." The Piston The Model "T" piston is a gray iron casting of softer material than the cylinder bore in which it is to slide so that the piston rather than the cylinder will receive wear, it being more economical to replace pistons than cylinder castings. The piston is made as long as possible in order that it may have a large bearing surface, thus giving longer wear. Long pistons also avoid "cocking" due to angular pressure of connecting rod. The diameter of the piston at the top is about .010" smaller than at the bottom, or skirt. This taper is to compensate for expansion due to the intense heat to which the upper part of the piston is subjected. The top edge of the piston is beveled in order to conform more nearly to the shape of the combustion chamber which is of rounded profile; this bevel also avoids a sharp edge which might overheat causing pre-ignition. The Piston Pin The piston pin is a hollow shaft 3-1/2" in length. It is machined seamless steel tubing with a notch at the middle point of its length, which provides against turning in the connecting rod clamp. The wrist pin is hollow to obtain lightness and heat radiating qualities. Before the wrist pin is inserted in the piston, the brass bushings are reamed to .740" to .741". The wrist pins are then fitted in the piston with a snug fit; this work is held to a half-thousandth of an inch. The piston has three grooves around its circumference in which the rings are fitted. The two rings near the top of the piston are termed the compression rings. Their duty is to prevent the escape of gas between the piston and cylinder wall, the lower ring around the skirt is termed the oil ring, its duty is to keep excessive quantities of oil from working its way into the combustion chamber. Piston Dimensions Length 3.808"-3.817" Diameter at skirt, 3.748"-3.749" Diameter at second ring, 3.743"-3.745" Diameter at top, 3.738"-3.740" Ring grooves 1/4" wide x 13/64" deep Diameter of piston bushings, .740"-.741" Diameter of wrist pin, .740"-.741" Length of pin 3-1/2" Pistons of equal weight must be fitted in each engine. No more than .004" nor less than .003" clearance is allowed between cylinder and skirt of piston, yet the piston must move freely when pushed back and forth in the bore. The piston rings are tapered around the circumference, the small diameter of the taper being the side marked with a small "Ford." When rings are applied to the piston, this punch mark should be toward the top of the piston. The .003" paper shims between connecting rod shank and cap are removed, thus a tension between babbitt and crank bearing is produced when cap is assembled which provides for the subsequent running in process of the bearings. Connecting rod caps are oiled and assembled on their respective connecting rods, clamping around crank bearings. Bolts are tightened and l ocked with cotter pins. The engine is now placed on the belting block and is run at 700 R.P.M. for about 40 seconds. Timing One intake and one exhaust valve are located in the combustion chamber of each cylinder in the Ford engine. When the heel of the cam is in contact with the push rod a clearance of .022" to .032" exists between the end of the push rod and the valve stem end. The lift of the valves in the Ford engine is 7/32". Firing Order The opening and closing of valves with respect to position of pistons is as follows: Exhaust valve opens when the piston reaches 5/16" before bottom center, the distance from the top of the piston head to the top of the cylinder casting measuring 3-3/8". The exhaust valve closes at top center, the piston being 5/16" above the cylinder casting. The intake valve opens 1/16"past top center or when piston is 1/4" above top of cylinder casting, the intake valve closes 9/16" past bottom center, the distance from the top of the piston to the face of the cylinder casting being 3-1/8". Sequence of Valve Operation in Ford Motor Cyl. Valve No. 1 3 4 2 2 1 3 4 4 2 1 3 3 4 2 1 Intake Intake Exhaust Exhaust Intake Intake Exhaust Exhaust Intake Intake Exhaust Exhaust Intake Intake Exhaust Exhaust
Operation
Opens Closes Opens Closes Opens Closes Opens Closes Opens Closes Opens Closes Opens Closes Opens Closes
Typical Cycle of Piston in One Cylinder of Ford Engine Piston moves from top center down on its intake stroke. The intake valve opens 1/16" past top center thus allowing the piston opportunity to reduce the pressure in the combustion chamber caused by the previous exhaust stroke before opening the passage to the intake manifold. The piston travels downward drawing the gas mixture from the carburetor into the cylinder. The intake valve is held open until the piston is 9/16" travel past bottom center on the next up stroke. This lag of intake closure allows a greater volume of gas to force its way into the cylinder than if the valve were closed at bottom center, due to the great inertia of the gas which travels through the opening at 4000 to 5000 feet per minute. On the succeeding up stroke of the piston the gas is compressed to 40 to 60 lbs. pressure, both valves of course being closed and the cylinder head gas tight. At, or slightly before, the top center of this stroke the charge is fired and the piston is forced downward by the expansion of the gas on its power stroke, 5/16" before the bottom center of this downward stroke the gases have practically exhausted their useful energy and the exhaust valve is opened at that point On the succeeding upward stroke the exhaust valve is fully opened and the burnt charge is forced out through the exhaust manifold. At the top center of this stroke the exhaust valve is closed and the piston repeats its cycle. Cylinder Head The head is bolted to the case with 7/16" No. 14 U.S.S. thread bolts, 15 in all. The magneto coil is now bolted to the radius at the rear end of the case. It is shimmed so that the distance from the crankshaft flange to a plane passing through the face of the coil is 27/32". Hanging Transmission The Ford transmission is built with the flywheel as a unit. This weight added to that of the magnets carried on the flywheel makes possible the use of an unusually tight flywheel casting. The distance from the magnet clamp faces to the depression in the center to which the crankshaft flange is bolted should be 13/16"-53/64". The flywheel and transmission assembly is bolted to the crankshaft flange with four l3/16" x 7/16" x 20 thread Cap Screws and is located by two pins .468" in diameter. The clearance between the faces of magnet clamps and coil core faces should be not less than .025" or more than .040". The Manifolds, intake and exhaust, are bolted in position connecting to their proper ports with copper and asbestos gaskets interposed. Studs 3/8" x 24 thread, clamp and nuts are used for this purpose. The magneto contact point is fastened to the transmission cover by three screws and the engine assembly is completed. Block Test The block consists of a support for the assembled power plant, and a 20 H.P. motor with suitable universal joint linkage to connect to the engine to be tested. The engines are run on the block for a period of eleven minutes at a speed of 700 to 1000 R.P.M. The voltage of the magneto is tested by connecting the coil terminals to an alternating current volt meter which should indicate 14 volts or more. Transmission There are four important points to keep in mind at all times: 1. That there are three gears forming the triple gear assembly which are riveted together (at the present time all are cut out of the one piece of steel), and whatever one gear does the other two must do also. 2. That whatever the action of the 27-tooth central or driven gear is the action of t he car; that is, when the car is standing still the driven gear is stationary, when the car is going forward in low the driven gear is revolving in the same direction as the flywheel, but at a lower speed, in high the driven gear turns in the same direction as the flywheel and at the same speed; in reverse the driven gear turns in the opposite direction to the flywheel. 3. That the clutch is used only in direct drive or high speed. 4. That the triple gears are only used to get low and reverse. When the car is standing still and the engine running, the neutral position is obtained in two ways, either: (a) by putting the control lever in the vertical position which causes the quadrant on the control lever shaft to press the set screw upward in the end of the cross shaft of the "T" shaped clutch shift shaft. This in turn presses the clutch shift backwards, compressing the clutch spring. Pressure is thus taken off the clutch discs and the small discs permitted to turn with the engine but not transmitting power to the large discs which are fastened to the brake drum, drive plate, drive plate sleeve, universal joint, drive shaft, and rear axle. (b) By pressing the clutch pedal half way forward, and by so doing the extension on the lower end of the pedal presses the clevis which connects the pedal and clutch shift shaft downward; this turns the clutch shift shaft and depresses the clutch spring the same as when the control lever is pulled back. High When the car is driven in high or direct, the control lever is pushed forward so the quadrant does not come in contact with the clutch shift set screw, and the clutch pedal is allowed to come all the way back; this permits the clutch spring to press against the clutch fingers with a pressure of ninety pounds, which in turn presses the clutch push ring dowel pins, and by the leverage of the fingers increases the pressure from ninety to three hundred and twenty-four pounds. Therefore, the small and large discs are clamped together with a pressure of 324 pounds making a direct connection with the crankshaft, transmission shaft, disc drum, small disc, large disc, brake drum, drive plate, drive plate sleeve, universal joint, drive shaft, and rear axle. Action in Neutral When the operator wishes to stop the car but not the engine, he presses the clutch pedal half way down which permits the small discs to run independently of the large ones. Now recalling Rule 2, that whatever the car is doing, the twenty-seven tooth driven gear is also doing; if the car is standing still the stationary parts are the wheels, rear axle, drive shaft, drive plate, universal joint, brake drum, brake drum sleeve, and driven gear. In mesh with the driven gear are the three triple drive gears which also have 27 teeth. The dowel pins, which are pressed into the flywheel, form the axes of the triple gears, so as the flywheel revolves, it carries the triple gears around with it, and as the drums are free to revolve, the 27 teeth of the drive gear just mesh with the 21 teeth of the driven gear in one revolution of the flywheel; therefore, while the flywheel is making one revolution, the triple gears make one revolution on their own axis, no more and no less. So you may see in order to have the car s tand still while the engine is running, it is necessary that the triple gears make just one revolution while the flywheel makes one revolution. If the triple gear makes more than one revolution, power will be transmitted to the driven gear; if it makes less than a revolution while the flywheel makes one revolution it will transmit power to the driven gear, but in the opposite direction. Reverse Driving the car in reverse is done by pressing the reverse, or central pedal, forward. In doing so the band is tightened around the reverse drum which is the drum nearest the flywheel: fastened to this drum is a 30-tooth reverse drum gear, which is also held stationary. In mesh with the 30-tooth reverse drum gear is the 24-tooth reverse triple gear. The triple gears are all fastened together and what the triple gear does the other two triple gears must do. When the 30-tooth drum gear is held stationary, the 24-tooth triple gear, which is in mesh with it, the axis of which is fastened to the flywheel, revolves around the 30tooth gear. But it is plain to see that while a 24-tooth gear is revolving around a 30-tooth gear, it will turn six teeth, or 1/4 of a revolution more than a revolution, but in order that the car stand still, the triple gear must make just one revolution on its own axis while the flywheel is making one revolution; so, if the 24tooth triple gear makes one-quarter more than a revolution while the flywheel is making a revolution, the 27-tooth drive gear will also make 1-1/4 revolutions, and in doing so will force the 27-tooth driven or central gear 1/4 revolution in the opposite direction, or the difference between the one revolution that the drive gear must make and the 1-1/4 that it does really make. Therefore, if the 27-tooth driven gear makes 1/4 of a revolution in reverse for one revolution of the flywheel, it will make one complete revolution in reverse in four revolutions of the flywheel. If the drive gear makes a revolution, the drive shaft will also. But in order to get the ratio of the engine to the rear wheels there is another ratio in the axle to consider. The drive shaft pinion having 11 teeth and the ring gear 40 teeth, makes a ratio of 40 divided by 11 = 37/11. Now in order to get the total ratio of the engine to rear wheels in reverse the two ratios must be multiplied. 3-7/11 x 4 = 40/11 x 4 = 160/11 or 14-6/11. Low Speed If low speed is desired the clutch pedal or the one to the left is pressed all the way forward. In doing so a band is tightened around the center or low speed drum which is held stationary. The gear attached to this drum has 21 teeth. The triple gear that meshes with this 21-tooth drum gear has 33 teeth. Now remembering the action in neutral, the triple gear makes just one revolution, while the flywheel is making one revolution. In reverse there was action transmitted to the driven gear because the triple gear made more than a revolution while the flywheel was making a revolution, but in the case of low the triple gear makes less than a revolution while the flywheel makes a revolution. The 21-tooth gear being stationary the 33-tooth gear revolving around it only permits 21 of the 33 teeth to be used. In high or direct drive the triple gears are not in action at all, the gears are all meshed together and act as a lock and carry the transmission assembly around as a unit at the same speed as the flywheel. In neutral the 27-tooth drive gear simply idles around the 27-tooth driven gear and there is no action transmitted to the driven gear. These are the two extremes. If the 21-tooth drum gear is held stationary, the 33-tooth triple gear revolves around it, and instead of the triple gear making 1/2 revolution while the flywheel is making a revolution, it makes 21/33 of a revolution, because while it is traveling around the drum gear only 21 teeth of the 33-tooth triple gear are used. If the 33-tooth triple gear makes only 21/33 of a revolution the 27-tooth drive gear makes only 21/33 of a revolution; therefore, the triple gears lack 12/33 or the difference between 21/33 and 33/33 of making a revolution on their own axis while the flywheel is making a revolution. The right hand pedal is the brake pedal, and when this pedal is pressed the band is tightened around the brake drum, and being connected directly to the rear axle, stops the car whenever the drum is stopped.
Ignition System
Parts of the High Tension Jump Spark System The Ford ignition system is known as the High Tension Jump Spark System. It includes the following parts: Magneto---to provide current (alternating) Induction Coil or Coil Units---to transform the primary (magneto) current of 8 to 30 volts into a secondary current of 8000 to 20,000 volts. This is necessary, as a current must be provided which can jump an air gap of at least 1/4 inch. Commutator or Timer---(a) to close primary circuit and produce a spark in the cylinder at the proper time to fire the charge and start the power stroke; (b) to control passage of current through different coils according to the firing order; (c) to advance and retard the spark. Switch---to start or stop current. Spark Plug---to conduct high tension current into combustion chamber and provide a gap across which it can jump so as to ignite the explosive mixture. Wiring---to conduct current from one part to another. The Magneto Type-Flywheel type, rotating magnets, stationary field, alternating low tension current. This magneto is of the inductor type, but unlike the other inductor type magnetos, the magnets themselves serve as inductors. It is designed to be mounted on the flywheel, thereby becoming a part of the power plant. It is protected from mechanical injury and moisture which tends to short circuit and damage it, by the same case that houses the transmission. The coils are stationary to avoid trouble from commutation or moving contacts. Magneto---is composed of 16 "V" shaped permanent magnets, mounted on, but magnetically insulated from the flywheel, and sixteen coils wound of insulated copper tape, one quarter of an inch wide and .015" thick, 25 turns to a coil, mounted on bosses on the magneto frame. The coils are wrapped with cambric, with fiber inserts in the center, and bristol board insulating washers beneath when mounted on the bosses. The coils are connected with the winding of consecutive coils in opposite directions. Magnets---are mounted with similar poles of adjacent magnets together making 16 magnetic poles each, having twice the strength of a single magnet pole, so in each revolution of the flywheel the magnetism in the boss of each coil reverses sixteen times, producing sixteen electrical impulses, which at ordinary engine speed produces a continuous alternating current of a much higher frequency than is used for house lighting. Because of this fact it is possible to operate lights from the magneto. The Coil Unit The coil unit consists of a soft iron core, primary coil, secondary coil, condenser, and the upper and lower bridge. The coil unit is also called an induction coil. Induction is the process by which a current is produced in one wire by another current running in another wire, near the first but not touching it. Construction---The soft iron core is made up of 160 to 170 pieces of No. 20 Swedish soft iron wire and well insulated from the primary coil, which is wound around it, by a heavy paper tube in which the core is packed. Primary Coil---is made up of two layers of No. 19 insulated copper wire, the first layer having 112 turns and the second 110 turns. The primary coil is then impregnated in hot paraffin and rosin for 20 minutes. This cements the pieces of wire in the core together, insulates and holds the windings of the primary in place. Secondary Coil---is composed of 16,400 turns of No. 38 enameled copper wire, and between each two layers are three layers of paper insulation. The coil is wrapped in two spools with forty-one layers on each spool. The reason for building the coil in two spools is because there will not be as many volts difference between the consecutive layers at the same end of the coil as if it was wound in one spool. By wrapping in two spools the difference in voltage between the consecutive layers at the same end is just half as much as if it was wound in one spool, and consequently, the thickness of the insulation between the layers is reduced one-half and the diameter of the coil is reduced proportionately. The secondary coil is then placed in a vacuum tank for twenty minutes at 220 degrees F. to make sure all moisture is drawn out; then it is submerged in hot wax. A heavy piece of wax paper is wrapped around the primary coil and it is placed within the secondary coil, making the induction coil complete. The Condenser---is composed of two pieces of tin-foil 7 ft. long and 3-1/2" wide. One piece of this tinfoil is placed on the other one but 1/8" to one side, with two layers of glassine paper insulation between and one layer on top and one layer on the bottom. It is then rolled up into a roll and placed in a vacuum tank for twenty minutes at 220F. and then boiled in paraffin for twenty minutes, after which it is taken out and pressed, and to each end terminals are attached. The condenser must test from three to four microfarads. The condenser terminals have no electrical connection within the condenser. These terminals are connected in the primary circuit with one terminal on each side of the contact points. The condenser is used to absorb the current of primary windings at the breaking of the contact points and thus prevent it from arcing across the points, which would soon burn them. As soon as the condenser is charged it seeks the path of least resistance to discharge or neutralize itself, which is through the coil in the opposite direction. This causes the magnetic field about the coil to collapse very quickly. The more rapid the fall of the primary current the greater the force of the induced current in the secondary winding. The Upper Bridge---is stamped out of brass and to this at the terminal post end is riveted a cushion spring which is stamped from bronze. The other end of the cushion spring contains a tungsten steel point and this end is held from .003 to .005" from the upper bridge by a spacer rivet. The Lower Bridge---is a copper spring by means of which the amperage can be adjusted by increasing or decreasing the tension on the armature which is attached to the lower bridge by means of two screws. The armature is stamped out of Swedish steel and has a tungsten steel point on the free end, directly under and in line with the tungsten steel point on the cushion spring. The parts are placed in coil box, with the exception of the upper and lower bridge, which are placed on top, in their relative positions and tar from 300 to 350F. is poured around them, holding them in place, insulating them from each other, and protecting from dampness. The space between points is adjusted from .029 to .031". Coils are adjusted from 1.2 to 1.4 amperes. The Commutator The commutator effects the make and break in the primary circuit. On it depends the point at which the spark plug will fire. Parts of Commutator or Timer: roller brush or center, segments, shaft, terminals, cover. The roller is attached to the end of the camshaft and revolved with it at half the speed of the crankshaft. The brush or roller makes contact with the insulated contact points, of which there are four in the commutator cover. When roller comes in contact with one of the insulated points, the coil unit connected with it becomes operative. After the roller passes over the point, the coil unit is inoperative. The commutator cover is connected with the spark lever on steering column by a pull rod connection. By this lever the spark is advanced or retarded.
Lubrication
The oiling system employed on the Ford Model T car is known as the "constant level circulating splash system." The oil is poured into the breather pipe at the right side of the front of the motor, from which it flows over the connecting rod troughs of the crank case lower cover (leaving them full), and into the lowest part of the crank-ease under the flywheel. When the motor is running the oil in the bottom of the crankcase is carried by the flywheel and magnets near the top of the transmission cover. Here a portion of it drips into the funnel-shaped upper end of the oil pipe where it flows by gravity down to the timing gears, returning once more to its original position under the flywheel. The oil pipe mentioned is the only one used. No pump is required in the Ford system. All moving parts of the motor are kept well oiled by this system. The only opening into the crankcase is the breather pipe. Any oil which may be "pumped" to the top of the pushrods is automatically drained back Into the crankcase by two small holes, just inside the valve door. The Ford oiling system is highly efficient, has proved satisfactory over a long period of years, and is more fool-proof than any other in use today. The only attention required, other than replenishing the oil supply from time to time, is to wash out the crankcase every 750 to 1,000 miles.
Radiation
Radiator It is light in weight, strongly built, an efficient cooler, and is easily repaired. It permits an easy circulation of both air and water. Such is the radiator on the Ford Model "T." The use of a large number of small tubes fitted into a series of flat strips of sheet metal (or fins) makes a core which is more substantial and more efficient than the almost obsolete type of large tubes surrounded by helical fins. The top tank and sides of the Ford radiator are covered by a shell of black enameled sheet steel which enhances the appearance of the car, and has a more durable finish than would be possible were the enamel applied directly to the radiator proper. This is simply slipped on, and held in place by the two bolts which hold the radiator to the car frame's side members. Construction The parts of the Ford radiator are: filler cap, filler cap gasket, filler flange, top tank top, top tank front, top tank back, upper header top tank top reinforcement angles, splash plate upper water connection, overflow pipe, overflow pipe straps, hood rod socket; hood rod socket washer, side walls, fins, tubes, support, lower header, bottom tank, bottom tank brackets, lower water connection. The radiator core or body conists of 95 tubes 1/4" in dia., 17-3/8" long, and 0.005" in thickness), 87 fins, radiator support, and the lower header. When the core has been assembled it is placed on a conveyor which carries it through an oven at 425-450 F. This temperature is sufficient to melt the solder on the various parts bf the core, thus automatically soldering them rigidly in place; Both water connection, hood rod socket, and radiator support are tinned to prevent their rusting when in contact with the water. Efficiency The fins of the latest Model "T" radiator present a combined radiating surface of 54.63 sq. ft. The 95 tubes expose to the air an additional area of 8.94 sq. ft. Thus we find that we have a total radiating surface of 63.57 sq. ft. A better comprehension of this area can be had if we consider it as the area of a plate 8 ft. wide and 8 ft. high. All this is accomplished in a radiator core 19" long, 2-5/8" in breadth, and 17-3/8" high. The 95 tubes of the Ford radiator hold 70.58 cu. in. of water or 17% of the water in the entire radiator. Each cu. in. of water in the tubes has a radiating area of 113.6 sq. in. Of the 3 gallons of water in the Ford cooling system 2 gallons is in the radiator; the remainder is in the water jackets of the motor and the two pipes leading to them.
The Chassis
The Frame Construction and Material Used---the frame is made up of two long straight side members, and front and rear cross members. Side members are made of channel section pressed steel. Front cross member is bent down to form a support for the semi-elliptic transverse spring. Rear cross member is bent upward to fit the arch of the rear cross spring and to add more strength. Dimensions---Length of side members of the Model "T" 100 inches. Length of side members of the Model "TT"--- 123-25/32inches. Width of front cross member of Model "T"--- 23 inches. Width of front cross member of Model "TT"--- 23 inches. Width of rear cross member of Model "T"--- 25-1/8" to center line of bracket holes. Width of rear cross member of Model "TT"--- 32-5/8" to center line of body bracket holes. Method of joining parts---Hot riveting. By this method the rivet contracts as it cools, thus filling the hole in frame. Brackets---These are used to support the body, running boards, truss rods, fenders, lamps, control rod quadrant. They are fastened to the frame by rivets, excepting the fender and lamp brackets, which are bolted. Truss Rods---Purpose---To give added support to the frame. Are used on running board brackets.
Front Axle
There is three inches difference in the top and bottom measurements between the front wheels of the Ford. Because of the inclination of the wheels they have a tendency to roll outwardly and pull away from each other. To counteract this tendency the wheels are "toed" in slightly from the true parallel position; about 1/8" to 1/4" is the Ford setting. Since the wheels, therefore, flare outward at the top their ability to withstand a side blow which is nearly always applied at the lower part as in resisting a turn, is reduced. However, this is circumvented by dishing the wheel; that is, by slanting the spokes outward at the rim. Thus the declination of the wheel is offset by the inclination of the spokes, and the weight of the car is supported more vertically and the strains on the wheels are reduced. By tilting the axle backwards the axle is in a more favorable position to resist jolts and shocks. Any shifting of the wheels from the straight ahead position works directly against the weight of the car so the tendency is for the wheels to swing back to their original position. The Ford axle is tilted backward at the top spring perches at an angle of five and one-half degrees or 1/4 to 5/16" along the length of the spindle body. The material used is Ford alloy steel. This type steel is also used in the spindles and spring perches. Under test the Ford axle has been twisted, cold, several times without fracturing. Heat Treating Heat at 1650 F for 1-1/4 hours; cooled to atmospheric temperature. Heat again to 1540 F for 1-1/4 hours and quenched in soda water. Annealed to 1020 F for 2-1/2 hours and allowed to cool. The tensile strength after hardening process is about 76,000 lbs. and after the drawing process runs up to 125,000 to 145,000 lbs. per square inch. If the axle is bent it is straightened cold. Spindles The wheel axles or spindle assemblies are set between bosses integral with the main axle body. A hardened steel bolt holds each in place. These bolts are drilled at their heads and provided with small dust, caps, thus each is a combined oil cup and bolt. The spindle assembly consists of the wheel axle, steering arm, inner or stationary cone, also called the ring cone, the outer cone, the steel washer and hex nut. The steering arm and ring cone are tight fits and must be pressed into place; the arm is held by a hex castle nut and cotter pinned. In order that the bolt may not slip easily through the tie bar yoke and steering arm, the hole on the arm for this purpose is lined up carefully after the arm is secured. The right spindle is threaded left hand and the left hand spindle the opposite way. Heat treating of all cones 1450 F. for 20 minutes. Ring cones are quenched in soda water and then drawn in oil at 400 F. for 20 minutes. The adjustable cones are dipped in the soda water, then quickly immerse4 in the drawing oil. This results in a tougher and more substantial cone. Being adjustable they must fit more or less loosely on the spindles, so do not have the solid backing that the larger ring cone has. Radius Rods These rods, or tubes, are pressed cold from sheet steel and the seam brazed, so if bent the original strength cannot be restored by straightening. The point of fastening of the radius rods to the car is a ball and socket joint brazed to the lower crank case. Prom a ball on the tie rod, a rod is led to the ball arm of the steering gear. This connecting rod is called the drag link, and it is through this rod that the spindle assemblies are controlled by the steering gear. Formerly one of the sockets at the end of the rod was forged from the rod itself while the other was made and brazed. Now both are forged directly from the rod. They are set at an angle of 40 to each other. Construction and Heat Treating of Springs The leaves are heated separately at 1560 F. for 12 minutes and each is then placed in a special machine which bends it to the required arc and is then immediately quenched in oil. The leaf is held between two jaws shaped to the necessary arc and while thus held is immersed in the oil. Each machine has four such jaws and the operation is continuous. As the jaws return, bringing the leaf to the surface, they open automatically, the leaf sliding to a container. After being shaped they are drawn in sodium nitrate at 850 F. Sodium nitrate is used since it is not volatile at that high temperature. After cooling they are bolted together through their centers and the clips set in position. The clips hold the bands together and in alignment so that on a rebound, the whole spring assembly will act as a unit and not throw the strain entirely on the first or eye leaf. Spring Tests for Load and Endurance The Ford spring will stand a load of 2000 lbs. before it is straightened out, and around 100,000 continuous vibrations before it will break. At 2000 lbs. each leaf is practically a straight line and therefore rests firmly on its neighbor, supporting it along the whole length at the same weight. The test for endurance is performed on a special machine for that purpose. The spring is held by its ends and the center forced down and back again at the rate of 120 times per minute. Some springs have stood as high as 130,000 vibrations, but the average is about 100,000. The point of breaking varies from the center to practically any point of the length. Although being pierced in the center by the drilled hole, only about one third of the test springs break at this point. Steering Gear The parts of the steering gear which are fastened directly to the front axle are the spindle assemblies which are set between bosses integral with the main axle body. A hardened steel bolt holds each in place. These bolts are drilled at their heads and provided with small dust caps, thus each is a combined oil cup and bolt. Spindle Assembly The spindle assembly consists of the wheel axle steering arm, inner or stationary cone, also called the ring cone, the outer cone, the steel washer and hex castle nut. The steering arms of this assembly extend towards the rear of the car and these arms are fastened together by a transverse rod called a tie rod. This tie rod is moved crosswise by a drag link. One end attaches to the right hand end of the tie rod whose other end is attached to the ball arm at the lower end of the steering column. Movement of this ball arm pulls the steering link one way or the other, and through the tie rod and spindles the front wheels are turned. The tie rod is of such length that when one of the front wheels is turned the other turns also, but to either a greater or less degree than the first one. Regardless of the amount that either wheel is turned, it will be found that lines through their spindles point to one and the same point and that this point lies in a line drawn through the rear axle. However, a stop device located on the inside of the gear case allows the spider assembly to revolve only a limited distance in either direction. The construction of that part of the steering gear which is directly acted upon by the hand wheel consists of a shell on the inside surface of which are gear teeth (36 in number). This shell is fastened to the upper end of the steering gear column housing and remains stationary. In mesh with the teeth in this shell are three small pinions, (12 teeth cut on each) which are mounted on a triangular plate fastened to the upper end of the shaft extending down through the center of the steering column. The steering wheel carries another small pinion which meshes with all three of the pinions which are attached to the steering column shaft. When the steering wheel is turned by hand it revolves the central pinion, and in doing so causes the three steering shaft pinions to roll around the inside of the toothed shell. In traveling around the inside. of this shell the three pinions carry with them the triangular piece on which they are mounted, and the steering shaft is thus caused to go through part of a revolution. It will be realized that if it were possible it would require several revolutions of the steering wheel and its gear to cause the three pinions to travel all the way around inside of the shell. It therefore requires a considerable part of a revolution of the steering wheel to effect any great change in position of the steering shaft. This seduction of motion increases the force applied by the driver to the road wheels and gives better control of the direction in which the car travels. Steering Gear Material Toughness is more desired than hardness, for the whole mechanism is forced to undergo, generally, sudden and severe shocks and any brittleness, of the parts would result in sudden breakage, the only heattreated parts of the steering assembly being the ball arm and gear studs and the bushing for the driving gear shaft. The bracket which holds the column firmly to the frame of the car is of malleable iron. The metal absorbs shocks and vibration readily, and being ductile, resists breaking to a very great extent. The gears and main driven shaft are of cold rolled steel. The gear case or internal gear is of bronze, bronze used not only for the formerly mentioned reasons but because it is easily and accurately machined. Steering wheel rims are solid rubber 16" in diameter. Steering ball arm---H.R. steel; planetary pinion gears, driving pinion gear, and drive shaft-cold rolled steel; gear case---bronze. Overall length of driven shaft 54-5/16". Angle to dash 39 degrees 45". Distance of steering wheel to dash 29-27/32". Steering post case-pressed steel. Brakes Two separate and distinct brakes are provided. One of these brakes acts on a drum carried with the transmission gearing and is called the service brake; it is of the external contracting type and is operated by the right hand foot pedal. The other brake acts directly on the rear wheel hubs through drums fastened to the hubs and into which brake shoes are expanded when a pull is exerted on rods which attach to the controller shaft. This wheel brake is called the emergency brake and is of the internal expanding type. The principal parts of the emergency brake consist of the steel drums, which are solidly fastened to the rear wheels, and two shoes which expand inside of each of these drums. The service brake is carried in the transmission and consists of a band which encircles the brake drum and of a foot pedal which acts to contract the band through linkage drawn tight when the pedal is pressed. The service brake retards the motion of the car through its effect first on the brake drum and sleeve, then on the universal joint and the drive shaft, then through the rear axle driving gears and differential to the axle shaft and to the wheels. The differential serves to divide the braking effect equally between the rear wheels and in this way serves the purpose of what would be called a brake equalizer were such a device built as a separate part of the braking system. The division between the rear wheels of the braking effect exerted by pulling on the hand lever is not determined by any equalizing device, but depends for equal action on maintenance of correct length of the pull rods.
NOTE: The above prices are for immediate delivery, but if the price should be increased or decreased by the manufacturer before a car has been delivered to a purchaser, it is understood that the price prevailing at time of delivery will apply. NEW FORD BODY PRICES Type List Frt./Del. Tax Price Runabout 60 .25 85.00 Touring 80 .25 115.00 Coupe 235 2 Door Sedan 300 NOTE: Ford Sedan and Coupe bodies are equipped with gas tanks, floor boards, cushions and mats. Touring and Runabout Bodies are equipped with floor boards, rubber mats and cushions. No tops or windshields are included. Body Prices are F.0.B. Detroit. Orders are filled from nearest assembly plant. An extra charge will be made to cover freight from Detroit to assembly plant filling the order. If body is shipped from assembly plant a crating charge of $10.00 each will be made on Touring and Runabouts and $20.00 on closed bodies.
directly under steering wheel. Cooling By Thermo-Siphon water system. Extra large water jackets and a special Ford vertical tube radiator to permit of a continuous flow of water and prevent excessive heating. A belt-driven fan is also used in connection with the cooling system. ,br> Final Drive Is of the worm type, enclosed in a dust and oil-proof housing. Direct shaft drive to the center of chassis; only one universal joint is necessary. A ball socket arrangement in the universal joint reduces shocks and strains caused by the unevenness of the road. Gasoline Capacity Tank of 8 Imperial or 9-1/2 U.S. gallons capacity mounted directly on frame. Lubrication--combination gravity and splash system. Oil is poured into crank case through the breather pipe on the front cylinder cover. All moving parts of motor work in oil and distribute it to all parts of the power plant. Magneto Special Ford design, built in and made a part of the motor. Only two parts to the Ford magneto, a rotary part attached to the flywheel and a stationary part attached to the cylinder casting. No brushes, no commutators, no moving wires to cause annoyance on the Ford Magneto. Motor Four-cylinder, four cycle. Cylinders are cast in one block with water jackets and upper half of crank case integral. Cylinder bore is three and three-quarter inches. The Ford motor develops full twenty horsepower. Special Ford removable cylinder head permits easy access to pistons, cylinders and valves. Lower half of crank case, one-piece pressed steel extended so as to form bottom housing for entire power plant; air-proof, oil-proof, dust-proof. All interior parts of motor may be reached by removing plate on bottom of crank case---no "tearing down" of motor to reach crank shaft, cam shaft, pistons, connecting rods, etc. Ford steel is used on all Ford crank and cam shafts and connecting rods. Springs Both front and rear springs are semi-elliptical transverse, all made of specially Ford heat-treated steel. Ford springs are the strongest and most flexible that can be made. Steering By Ford planetary reduction gear system. Steering knuckles and spindles are forged from special Ford heat-treated steel, and are placed behind front axle. Three Point Suspension Each of the Ford units is suspended at three points of the chassis. This method of suspension insures absolute freedom from the strain on the moving parts. Transmission Ford spur planetary type, combining ease of operation and smooth, silent running qualities. Clutch is so designed as to grip smoothly and positively, and when disengaged to spring clear away from the drums, thus assuring positive action and maximum power. Unit Construction There are four complete units in the construction of a Ford car--- the power plant, the front running gear, the rear running gear and the frame. Valves Extra large, all on right side of motor and enclosed by a small steel plate. Wheel Base Model T Truck has a wheelbase of one hundred twenty-four inches. The standard tread for all cars is fifty-six inches. Model T truck will turn in a forty-six foot circle. Wheels and Tires Wooden wheels of the artillery type with extra heavy hubs. Only tires of the highest grade are used on Ford cars. Front pneumatic, 30 x 3-1/2", rear wheels, solid rubber tires 32 x 3-1/2" or pneumatic cord 32 x 4-1/2 inches. Carrying Capacity One ton. Lubricant For Worm An A-1 heavy fluid or semi-fluid is used to lubricate differential in Model T Truck. Speed With standard gearing, a speed of not more than 15 m.p.h. is recommended, and with special gearing, a speed of not more than 22 m.p.h. is recommended.
Horses over same distance will make 4 round trips per day and will pull 2 tons on the average each load, thus to keep the mixer busy it will require 48 teams. Both are based on following calculations: Road 16ft.wide 6 in thick at sides 8 in thick in center Have 4 miles round trip Paver 4-bag capacity Mix 1:2:3 If complete batches are turned out every 2 min. in a 10 hour day there will be 300 batches; one equals 15.6 cubic feet which multiplied by 300, equals 4,680 cubic feet per day, or 479 lineal feet. Engineers' figures for weights of material required to build above amount of pavement are: td> Cement Sand Stone Tons per day required 58 tons 142 tons 180 tons 380
Each team 4 trips 2 tons each, hauling 8 tons per day--- 380 8 = 48 teams Each truck 24 trips 1 ton each---380 24 = 16 trucks.
Assembly drawing of the truck chassis with the principal dimensions for body designing. These dimensions apply regardless of the type of body the purchaser intends installing. This diagram is of considerable value in explaining to purchasers the dimensions, etc., of bodies that can be used to advantage on the truck chassis.