Editing Ford Model T (section)

===Transmission and drive train===
[[File:Model T pedals.jpg|thumb|The three pedal controls clutch, brake, reverse of the Model{{nbsp}}T]]

The Model T is a [[rear-wheel drive]] vehicle. Its [[Transmission (mechanics)|transmission]] is a [[planetary gear]] type known (at the time) as "three speed". In today's terms it is considered a two-speed, because one of the three speeds is reverse.

The Model T's transmission is controlled with three floor-mounted [[Gas pedal|pedals]], a revolutionary feature for its time,<ref>{{Cite episode
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}}</ref> and a lever mounted to the road side of the driver's seat. The [[throttle]] is controlled with a lever on the [[steering wheel]]. The left-hand pedal is used to engage the transmission. With the floor lever in either the mid position or fully forward and the pedal pressed and held forward, the car enters low gear. When held in an intermediate position, the car is in neutral. If the left pedal is released, the Model&nbsp;T enters high gear, but only when the lever is fully forward – in any other position, the pedal only moves up as far as the central neutral position. This allows the car to be held in neutral while the driver cranks the engine by hand. The car can thus cruise without the driver having to press any of the pedals.

In the first 800 units, reverse is engaged with a lever; all units after that use the central pedal, which is used to engage reverse gear when the car is in neutral.<ref name="Kimes1989p551"/> The right-hand pedal operates the [[transmission brake]] – there are no brakes on the wheels. The floor lever also controls the [[parking brake]], which is activated by pulling the lever all the way back. This doubles as an emergency brake.

[[File:Ford model t 1919 d044 lubrication chart.png|thumb|Model T rolling chassis – top view]]

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 utilizes a [[wet clutch]], this condition could also occur in cold weather, when the thickened oil prevents the clutch discs from slipping freely. Power reaches the [[differential (mechanical device)|differential]] through a single [[universal joint]] attached to a [[torque tube]] which drives the rear [[axle]]; some models (typically trucks, but available for cars, as well) could be equipped with an optional two-speed rear Ruckstell axle, shifted by a floor-mounted lever which provides an underdrive gear for easier hill climbing.

====Chassis / frame====
{{Expand section|1=discussion of the standard model T frame design, working, and production|small=no|date=February 2021}}
The heavy-duty ''[[Ford Model TT|Model TT]]'' truck chassis came with a special [[worm gear]] rear differential with lower gearing than the normal car and truck, giving more pulling power but a lower top speed (the frame is also stronger; the cab and engine are the same). A Model&nbsp;TT is easily identifiable by the cylindrical housing for the worm-drive over the axle differential. All gears are [[vanadium steel]] running in an oil bath.

====Transmission bands and linings====
Two main types of band lining material were used:<ref>{{cite web |url=http://www.fordmodelt.net/transmission.htm |title=Ford Model T Transmission |website=FordModelT.net |access-date=2017-07-06}}</ref>
* ''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 of the transmission and engine, diminished power, and&nbsp;– in the case of cotton linings&nbsp;– rapid destruction of the band lining.
* ''Wood'' – Wooden linings were originally offered as a "longer life" accessory part during the life of the Model&nbsp;T. They were a single piece of steam-bent wood and metal wire, fitted to the normal Model&nbsp;T transmission band.<ref>{{cite book |last=Pagé|first=Victor Wilfred |date=1917 |title=The Model T Ford Car, Its Construction, Operation and Repair: A Complete Practical Treatise Explaining the Operating Principles of All Parts of the Ford Automobile, with Complete Instructions for Driving and Maintenance|page=241 |publisher=Norman W. Henley Publishing Co.}}</ref> 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.

====Aftermarket transmissions and drives====

During the Model T's production run, particularly after 1916, more than 30 manufacturers offered auxiliary transmissions or drives to substitute for, or enhance, the Model T's drivetrain gears. Some offered overdrive for greater speed and efficiency, while others offered underdrives for more [[torque]] (often incorrectly described as "power") to enable hauling or pulling greater loads. Among the most noted were the Ruckstell two-speed rear axle, and transmissions by Muncie, Warford, and Jumbo.<ref name="auxiliary_transmissions_1921_fahnestock">{{citation |last=Fahnestock |first=Murray |url=https://www.nwvs.org/Technical/MTFCA/Articles/1803ExtraTransmissions.pdf |title=Multi-Speed Transmissions: Utility and Pleasure of Auxiliary Transmissions |year=1921 |magazine=Ford Owner and Dealer |via=Vintage Ford (Model T Ford Club of America) |access-date=November 30, 2022}}</ref><ref name="auxiliary_transmissions_ted_aschman">{{citation |last1=Aschman |first1=Ted |last2=Houston |first2=Fred |last3=Klehfoth |first3=Jay |url=https://www.nwvs.org/Technical/MTFCA/Articles/2602AuxilaryTransmissions2.pdf |title=I Didn't Know That!: Auxiliary Model T Transmissions |date=March 1991 |magazine=Vintage Ford |publisher=Model T Ford Club of America |access-date=November 30, 2022}}</ref>

Aftermarket transmissions generally fit one of four categories:
* ''Replacement transmission'' – usually a sliding gear/selective transmission, intended as a direct replacement for Ford's planetary-gear transmission.<ref name="auxiliary_transmissions_ted_aschman" />
* ''Front-mounted auxiliary transmission'' – designed to fit between the engine and Ford's transmission, to add additional gear ratios.<ref name="auxiliary_transmissions_ted_aschman" />
* ''Rear-mounted auxiliary transmission'' – mounted at the rear axle housing, and attached between it and the driveshaft, to add additional gear ratios.<ref name="auxiliary_transmissions_ted_aschman" />
* ''Multi-speed axle'' – designed to fit ''inside'' the differential's housing, to add additional gear ratios.<ref name="auxiliary_transmissions_ted_aschman" />

Murray Fahnestock, a Ford expert in the era of the Model T, particularly advised the use of auxiliary transmissions for the enclosed Model T's, such as the Ford Sedan and Coupelet, for three reasons: their greater weight put more strain on the drivetrain and engine, which auxiliary transmissions could smooth out; their bodies acted as sounding boards, echoing engine noise and vibration at higher engine speeds, which could be lessened with intermediate gears; and owners of the enclosed cars spent more to buy them, and thus likely had more money to enhance them.<ref name="auxiliary_transmissions_1921_fahnestock" />

He also noted that auxiliary transmissions were valuable for Ford Ton-Trucks in commercial use, allowing for driving speeds to vary with their widely variable loads – particularly when returning empty – possibly saving as much as 50% of returning drive time.<ref name="auxiliary_transmissions_1921_fahnestock" />