The 1909 – 1910 Model T Ford Part 1

A very rare 1909 – 10 coupe. Even photos are rare!

1909 Model Year Specifications

Serial Number range 1 – 8107

Model Year October 1, 1908 – July 31, 1909

Body Styles Touring, Landaulet (Taximeter Cab), Town Car, Roadster, Coupe, Chassis

Colors: Touring Red, Green / Roadster Gray / Coupe Green / Town car Green

Factory Options available: Windshield (open cars), top / roof (open cars), gas headlamps, Prestolite carbide tank (instead of carbide generator), tire chains, robe rail, speedometer, clock.

A happy family in their new 1909 Model T Ford touring. This car has optional carbide headlamps and carbide generator. The body is equipped with (standard) top irons but the buyer apparently did not elect to purchase a top or windshield.

The 1909 Model T Fords were equipped with kerosene parking lamps, horn, tail lamp and headlamp mounting forks as standard equipment. Mud was always an option!

The frames of Model T’s serial number 2500 and later were made from thicker steel than the first 2499. The new standard thickness for frames was .125″ which eliminated the need for the “fish plate” reinforced frames of the first 2499 cars.

The real news was the completely redesigned engine used in serial number 2500 and subsequent Model T’s. Gone was the troublesome water pump. The new engine design used the “thermo – syphon” method of cooling.

Details in the above photo are consistent with all Model T’s from serial number 2500 until mid 1912 model year. The entire front of the engine was redesigned to eliminate the pesky water pump. The fan belt tension was set by a spring loaded upper pulley arm.

Looking at the RH side of the engine we see the relocated oil filler, now part of the front engine cover. The 1909 – early 1912 filler cap is a brass tube with a screen crimped in the middle. It does not have the mushroom shaped top seen in later oil caps. The serial number is stamped on a boss just to the rear of the oil filler, a feature that remained consistent until the end of 1912 model year. Note the shape of the camshaft gear housing at the front of the cylinder block casting. It is entirely different than blocks made after November 1911.

Engine front cover, serial number 2500 through early 1912 model year (November 1911). The timer has been installed along with the felt seal and the brass cover for the seal.

Photo above shows the timer roller installed with its locating pin. The cup washer and nut (both not shown) hold the roller in place, which also secures the timer to the engine.

This image above shows the fully assembled timer. This one happens to be a reproduction; originals look nearly identical. The timer is packed with Vaseline prior to installing the cover.

Above – early 1909 “no choke” Kingston carburetor 

The carburetors used in 1909 were either the Kingston “5 ball” or a Buffalo brand carburetor. Early in the model year there was no choke assembly, the carburetor had an enrichment “tickler” button that could be depressed to flood the carburetor inlet with fuel. The button simply presses down on the float inside the carburetor. Later 1909 carburetors had both the “tickler” and a choke.

Above, rare 1909 Buffalo carburetor

Above, the stuff dreams are made of – a rare right hand drive 1909 chassis for sale at a swap meet.

The intake manifold used from 1909 through early 1911 model year is known as the “dog leg” intake for its unusual shape that moves the carburetor further from the engine than later intakes. The intake manifold is cast aluminum. The carburetor shown in this image is a 1910 – 11 Kingston 5 ball.

The transmission cover used on the earliest pre – 2500 Model T Fords had a large central hex that when rotated unlocked the cover. This mechanism was costly to produce. Later cars used a much simpler cover assembly made of cast aluminum with Ford script in the center. The cover now is retained by four screws.

Typical “narrow” square door aluminum hogshead cover used from 1909 – early 1911 model year.

Water inlet used on serial number 2500 through early 1913 is quite different than later Model T’s. Note that the bolts shown here are not correct, the heads are too low, unlike original water inlet and outlet bolts.

Typical cylinder head used from serial number 2500 through early 1913. There is a date cast just above the Ford Script, and there is no “Made in USA” as seen on later heads.

A typical 2500 and subsequent 1909 – 1910 touring. Note the higher position of the door handles, billed front fenders, stamped steel running boards, and brass plated hand crank with hard rubber crank handle.

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