Model T Fords come in three basic flavors; the "brass cars" built between 1908 and 1916; the "steel cars" built between 1917 and 1925 which were painted overall black including the radiators; and the "improved cars" built in 1926 and 1927, which, though available once again in some nice colors, were still powered by the same basic Brass Era 4- banger and 2-speed planetary transmission, and were still stopped by the same type of seriously outdated, single-drum, drive-train brake.
Most if not all of the brass Fords made between 1908 and 1911 had wooden bodies. A changeover was made to sheet metal-covered wooden frames midway through the 1912 model year.
Brass cars command a much higher price than the steel or improved cars. The earlier vintage brass cars are worth much more than the later brass cars and even between back-to-back model years, like 1912 and 1913, the 1912 car will command a significantly higher price than the 1913 car. It's no surprise, then, that the 1915 and 1916 model- year cars are the least expensive of the brass cars (fetching somewhere in the neighborhood of $17,000 for a very good daily driver with good paint, upholstery and top, in good mechanical condition).
This pricing principle does not hold true for the "steel cars," all of which are worth about the same price, assuming identical body style (touring, roadster, etc.) and equal condition. As far as daily-drivers are concerned, a fair steel car might run $5,000; a good one, $10,000 and a creampuff might fetch $13,000 (oh, and by the way, I'm not talking about show cars that win trophies at sanctioned Antique Automobile Club of America competitions. Prices for those rolling works of art—whether brass or steel—are astronomical and you wouldn't dare drive one in traffic).
The "improved cars" enjoy upgrades like balloon tires, geared-down steering and slightly better brakes. In terms of price, they're worth about the same as the black cars, but look so similar to the Model A Ford that you almost might as well get one of those and enjoy its greater cruising speed and highway capability.
As originally manufactured, the earlier Model T's were lighter and had slightly more power. They do perform better than the later cars, but that isn't really saying very much. The Model T is not a highway car. Its best cruising speed is about 35 mph — 40, if you don't mind abusing the engine. That means most of your afternoon drives will pretty much be limited to a forty or fifty-mile radius. Taking a Model T beyond that distance involves either getting out of bed earlier or towing the car on a trailer. That having been said, in the summer of 2009, fifty-four Model T Fords drove from New York to Seattle. Traveling in caravan is much easier, safer and more fun than going it alone.
For reasons of simplicity (and perhaps a reluctance on the part of Mr. Ford to pay royalties to those who held patents on more conventional accessories), the Model T had some basic equipment unique unto itself. This included a flywheel-mounted, low-voltage magneto; 4-coil ignition and a 2-speed planetary transmission featuring a brake that transmitted the braking impulse down the drive-shaft, through the differential, to that rear wheel which had the least traction. The most important thing to understand about driving Model T is that it was designed to have the same braking capability as the Titanic. It will take time and patience to learn to drive a Model T. In fact, it's best to have someone teach you.
People think of the Model T as being tough to the point of being indestructible. That's a myth. In some ways, it is far more delicate than any modern car—yet many thousand examples of this century-old design are on the road today. The car's obstinate longevity is mostly due to its having been produced in ridiculously large numbers, its go-kart simplicity and a super-availability of parts (not to mention the best technical advice forum on the internet). Aside from powerplant overhauls, you can pretty much do all of your own maintenance. The car always needs tinkering and a little at a time, you'll learn what you need to know about twirling screwdrivers and bending cotterpins.
FordmodelT.net
Now, what can we say about the plastic era, definitely smooth like a worn bar of soap. Often with pushed in bumper corners as if they thought they were dimples. About as exciting as looking at pizza dough before it was flattened and formed. But, it never rusts, surely cheaper and lighter than chrome or stainless, and it won't reflect the photographer when he's shooting a shot of the car! And you won't have to polish it with Brasso once a month to keep it looking pretty...well, it really wasn't very pretty in the first place!
