"I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be low in price that no man making a good salary will be unable to own one-and enjoy with his family the blessing of hours of pleasure in God's great open spaces."-Henry Ford

"The Customer Can Have Any Color He Wants So Long As It's Black". -- Henry Ford

Easily the greatest motor car ever built it had impact on America which will not be repeated again. Henry Ford's dream of cheap but reliable car that every household could own took shape with the launch of the Model T( T because it looks like a T !) in 1909.This was the first car built for mass production using the principles of division of labour. The plants in down town Detroit used separate engine line ,paint house, drive train division etc and finally put it all together at the huge assembly lines. This changed the very concept of production during the  hey days of the industrial revolution. People still to this day dream of achieving the productivity levels of the Model T Ford assembly lines anywhere in the world.
The cars themselves sold in the millions and had a huge socio-economic impact in America during the early part of this century.
Production continued until in 1927 when it was finally put off the famous Ford assembly lines.
We present some of the vital stats of the original 1909 Model T. 
CHASSIS: Reinforcing plates riveted inside the side rails, unique to the early 1909 chassis. Rear body support integral with the rear fender iron forging. Painted body color.
FRONT AXLE: “One piece” spindles. Tie rod ran above the radius rod, had integral yoke/ball fitting on right end, and adjustable yoke, with the locking bolt in a horizontal plane (parallel to the road). Drag link threaded 20 t.p.i. at the column end. No oilers on most fittings. Radius rod fastened to the engine with studs and nuts.
REAR AXLE: “No rivet” style. Inner axle and pinion bearings were babbitt bushings. No reinforcing plate in the driveshaft area. Very thin center flange with no reinforcing washers or plates. Axle shafts were non-tapered, with the hubs being secured with a key and a pin. Brake backing plates were relatively thin, with no reinforcing ribs on either side.
WHEELS: Used 30 by 3 tires in front; 30 by 3-1/2 in the rear. Original tires were an off-white color, with no tread. Hub flanges were 5-1/2 inches in diameter. Front wheels used ball bearings. Hub caps had “Ford” in block letters. Spokes were quite thin and somewhat oval in cross-section. Rear hub was quite long, looking much like the front hub.
SPRINGS: Tapered-leaf, front and rear. “Mae West” style shackles.
RADIATOR: Supplied by Briscoe, Paris, and perhaps McCord. Construction varied, some having separate shells; others being integral assemblies. All used the “winged script” Ford on the top tank, and generally had a “Ford” brass name plate attached to the core near the center and in a horizontal manner (not on a bias as is often seen today).
ENGINE: Open valve type with integral water pump and gear-driven fan assembly. Cylinder head was quite flat, with water outlet on the top surface. Oil filler pipe was on the left-front side of the crankcase.
CARBURETORS: Kingston “five-ball” or Buffalo. Neither used a choke or a heating arrangement at the air intake.
TRANSMISSION: The first 750 (approximately) cars used the two pedal, two lever system. One of the levers was the rear brake; the other operated the neutral and reverse gear. At about number 750 the three pedal system began to be used and  three pedals became standard. Pedals were marked with “C,” “R,” and “B.” The transmission cover was pressed steel in earliest production, then cast aluminum, with both types apparently being used at the same time during early production. (All two-pedal cars are believed have had the pressed-steel cover.) The inspection door was held with a single “bolt” that operated a latching lever on the underside.
LAMPS: Side and tail lamps were standard, made by either Edmond and Jones (E&J) or Atwood-Castle. Headlamps were optional, and supplied by the same firms. Prestolite tanks were often installed at the factory instead of the carbide generators.
HORN: Bulb type, double twist, all brass. Standard equipment on most cars.