As the Model T neared the end of its production life, Henry Ford reluctantly made some much-needed improvements to the beloved Tin Lizzie.
That the Model T Ford remained in production as long as it did—from October of 1908 through May of 1927—is a testament to two things: its truly advanced design when it was introduced, and Henry Ford’s stubborn refusal to change it. But in the summer of 1925, Ford surrrendered to the inevitable (and pressure from his more progressive son, Edsel) and introduced a number of changes to the Model T. The improvements were incremental, true, but they were significant.
First, the body was redesigned with a wider, straighter cowl that offered greater legroom and a more modern look. Fenders were brought up to date too, and the gravity-feed fuel tank was relocated from under the seat to inside the cowl on most models. The brakes and pedals were larger, while revisions to the frame, axles, and spindles lowered the ride height around an inch. While the ’26-’27 Ford is still a Model T through and through, it presents a noticeably different look.
Easily the most recognizable change was that now, the Ford was avaiable in colors. Starting in 1914, nearly all Model Ts were produced in black because its faster drying time speeded assembly. But paint technology had improved while consumers had grown more particular, and now, along with black, there was a range of handsome colors, including Fawn Gray, Royal Maroon, and Highland Green (fenders remained black).
Wire wheels were also available and offered in contrasting colors, for example: Straw, Casino Red Orange, and Emerald Green. For the ultimate in Ford style, a nickel-plated radiator shell was now standard on the Coupe and Tudor and Fordor Sedans, and it was an optional extra on the other body styles.
It’s obvious that these changes were forced largely by growing pressure from Ford’s competitors in the low-priced field, all promising more style, more features, especially Chevrolet The Model T hit its peak volume in 1923 at more than 1.8 million cars, but as Ford sales began to slip, Chevrolet was rapidly catching up, passing the half-million mark in 1926.
While the improvements to the Model T were welcomed, they didn’t change the sales trajectories much. However, Chevrolet’s final ascent to the top was aided by Henry Ford’s curious decision to shut down production in May of 1927 for six months while the Model T’s replacement, the Model A, was developed. Chevrolet outsold Ford by more than two to one that year and never looked back. Ford would never again dominate the low-priced field.
It must have been rough to be a Ford dealer in 1926 and 27.
What about the assembly line workers? Were they furloughed for six months?
Many were laid off. Some were put to work perparing the River Rouge plant as vehicle assembly was transferred from Highland Park for the Model A.
To those who were around during the transition from T to A, the hiatus seemed very long. One needed to be reminded that there was indeed a `27 T and a `28 A
I believe that 1927 was the only year that an electric starting motor was standard equipment, having been optional since 1919.
Quite so. Ford was able to advertise a very low list price by not including electric starter, spare tire, bumpers, and even floor mat. With comparable equipment, the price was closer to Chevrolet than it appeared.
Reading this, (& your excellent Model A article), & knowing how Ford kept mechanical brakes through 1938/39(?), & the buggy spring suspension through the 1948 model year really illustrates how Henry Ford stubborn resistance to change & intransigent views really hampered FoMoCo for decades.
Yes, the Model T & Model A were simple cars to own, operate & work on, but GM & Chrysler raced past them in offering better, more competent & more advanced autos for the consumer, with more standard features & a bigger option list.
Probably what helped save the company, (among several other things), is when shuffling off this mortal coil finally released Henry’s vise like grip on the company. He put America on wheels, but wound up putting the company in the slow lane because he wouldn’t budge.
When Will Rogers proposed Henry Ford for president in 1924, one of the arguments he gave was “Elect me, boys, and I’ll change the front of her.”