Rob H.

As Erik pointed out, indeed it is. Ford produced 300 Model K for 1906, more 6 cylinder cars than any other maker in the world, including Rolls, Napier, Stevens-Duryea, Franklin and National. Attached, well known Ford race car driver Frank Kulick at the wheel of one of the first 1906 Model K at one of the winter auto shows. Only the first few Model K had this “camel hump” or “pig nosed” radiator.

Enhanced. Thank you for posting. shared to the Early Ford Forum: https://earlyfordregistry.com/phpBB3/viewforum.php?f=6

The four K above with owners: Photo courtesy of T. Lesher, all rights apply.

Elmer Bemis owned two K at the same time. One, the touring, is now the Kelly family car. The other, a roadster, is in the Sacramento museum. the H A Clark/Mark Smith car is the same on the postcard pic above. Elmer Bemis may have “touched” or owned other Model K over the years, or had a hand in their restoration or preservation. That’s all I know. respectfully submitted, rob

The K the Kelly family owns was a Harrahs car, and Elmer Bemis before that. I’m not sure on the other 06 touring.

Hugo owns the former Church K. There are currently 22 Model K “known.” This includes one that may be in South America, but the location is not known definitively. Elmer Bemis owned two Model K at a point, the Kelly K (1907 touring) and a roadster (1907) currently in the Sacramento museum (former Towe collection). Four K currently tour routinely, two in the US and the two in Canada. One in Australia is tour ready and proven (1907 touring), another is a proven tourer, however currently disabled due to recent flood damage (1906 touring). The Smith K was purchased new in eastern Iowa in May, 1907. Of the known “K,” there are 6 1906 cars. These include a 1907 style roadster body on 06 chassis, 06 touring with 07 motor, and 06 chassis /motor with custom period speedster. There are 8 1907/08 tourings and 8 1907/08 roadsters. with 1,000 K produced, a survival rate of 2.2% is quite good. In 1907, the biggest production year, approximately 500 were sold. This is a comparable number to Pope Toledo (50 hp, $5000 retail) and Thomas Flyers (60 hp, $4200), two well known and more expensive competitors. Ford set a 24 hour world speed record with the K in 1907, defeating both the above named models in that particular race. Ford also won several hill climb and track races with their 6 cylinder K in 07. The Model K made significant profits for Ford each production year, garnering over 80% of FMC profits in 1906 (due in part to Model N production lag and under pricing), and 23% of new car profit for Ford in 1907. Yearly sales (approximate): 1906 - 300 (largest 6 cyl production in the world) 1907 - 500 (again world leader in “6” production) 1908 - 120 1909 - 42 1910 - 4 In a 1922 Ford approved biography, Henry Ford said FMC had just sold the last K, and that it was still running, while mentioning previous models to the T. The K touring at The Henry Ford museum is reported (Reminiscences) to be Henry Fords personal Model K. The Reminiscence reports the car was maroon with blue wheels and gold pin striping. Unfortunately, the car is off display. More than anyone wishes to know about these incredible, strong runners. cheers, Rob former owner of two K tourings. Current owner of one 1907 K roadster. Photo - Four 1907 K, three tourings and one roadster. Photo by Tracy Lesher, all rights apply.

I just noticed this page (I was on during page 26). NZnerd, your photos of the NZ Ford Model K turned speedster/racer are much clearer than mine. Here they are "tuned up" a bit. Thank you for posting. Attached is an "enhanced" and colorized version of the Model K speedster/racer using the better photo.

Walt, great experiences and story. Thank you for sharing!

In FY 1907, the Model K was greatly improved upon, including increasing the wheelbase from 114 to 120 inches, stronger frame with support (truss) rods, flex added between the flywheel and output shaft, higher horsepower, more modern styling, and in February of 1907 addition of the 6-40 roadster. Individual oil lines were added to the thrust side of each cylinder, and the unique magneto improved upon. The magneto was designed by Ed Huff, and was the first and only production CDI (capacitive discharge ignition) used on cars until well into the 1950's. After selling over 300 Model K in 1906, almost 500 were produced in 1907, again leading the world in sales of six cylinder cars. Although Ford raised the cost of the Model K $300 to $2800, the car provided more profit per car, seen below on the 1907 audit. 457 Model K were reported sold on the audit, but we know that 489 were reported "delivered." My suspicion is that Canadian cars (sent as components to Canada, and assembled there) were not included in the cars sold portion of the audit, since they were sent to Canada as components. Model K also were sent to England, Germany, Spain, Belgium, Australia, New Zealand and Hawaii, that I am aware of. By 1908, FMC was transitioning to the Model T, as well with exceedingly good production and sales of Ford's Model S roadster, both Model K and N sales fell off, as the models were phased out. However, both still produced significant profit for FMC per car, with the Model K generating $540 per car profit with the sale of 119 cars. Ford sold 42 more K in FY 1909 and finally, 4 for FY 1910.

Walt, Wayne has seen a lot of this before on the Early Ford and MTFCA forums. However, I've found a new audience here. About ten to twelve years ago, my good friend, the late Tim Kelly, introduced me to the Ford Model K. He gave me a ride in his beautifully restored 07 K touring car. In a matter of moments we were zipping along at 55 mph. I was amazed at the power and quality of the car. That started it. Now, after owning an 07 touring, roadster and for a short time co-owning an 06, I've learned much about the "Ford six." One of the things that stand out, and beg for history to be changed about the car, was it's economic benefit to Ford Motor Company. In 1906, partly due to production delays of the new Model N (both the K and N were introduced in 1906), the Model K produced 85% of Ford Motor Company's new car profit for 1906 (fiscal year Oct 1, 1905 - Sep 30, 1906). The spreadsheet below compares an independent FMC audit of 1906 sales by model. The Model K kept Ford in the black for FY 06, with a profit per car of $340.

Walt, I'm going to "get down in the weeds." A short time ago on a cold wintry afternoon, I decided to do a none-too-scientific survey. I was curious how many mentions of the Ford Six (Model K) there were in a newspaper service I use during each year of production (1906, 07 & 08), compared with other domestic six cylinder makers of the time. Ford advertised, and was referred to, in both 1906 and 1907, as the largest six cylinder car maker in the world. I searched "six cylinder Ford," "six cylinder Franklin" etc. etc., as well as "Ford six cylinder," National six cylinder" on and on. Below is what I learned. Ford did indeed have the most "hits" of all the carmakers producing sixes domestically. I also made a sub category of "actual cars." In other words, not just manufacturer or dealer/agent references to "Ford six cylinder," but actual cars were placed in this category. Again, Ford was the clear leader in actual cars mentioned (such as owner stories about their car). To be fair, some cars were mid-season models, introduced during the summer of 1907, so did not have a complete sales season. Others, such as Colt, may not have actually produced or sold any sixes, just announced or displayed one or two at the auto shows. The cars are placed in order of cost, with the cost listed in today's value next. Ford's six was the most economical, and was one of only a few to offer dual ignition and a magneto as standard equipment. good thing winters don't last all year in Nebraska...............

Walt, thank you for the post. I never cease to be amazed at the wealth of information that is "out there." We are fortunate to live in the digital age, and to have had many libraries and institutions save, then catalog and digitalize so much information. And, if the materials/papers/photos survive, so much more to eventually be discovered and made available. I first began searching early Ford generally, and Ford Model K specifically, for period information. One thing I had to learn before finding information, was to search in the vernacular of the day. When I search period newspapers and books for "Ford Model K" I had little luck, except for Ford Motor Company advertising. However, when I realized the Model K was almost never referred to by the public as a "Model K," but as a "Ford Six," or "Six cylinder Ford," or 40 hp Ford, etc. etc., a wealth of information began to appear on the screen. The end of, but certainly not my last rant.

Greg, one other thing. You mentioned the tall gearing that must be required. The largest (at the time) 389 c.i. racer was listed with 1 1/2 : 1 diff ratio at the 1911 Algonquin hill climb races. The Ford lost by a fraction of a second (overall place) to a 120 hp Benz. At the time, Ford officials said the racer was geared too high, and would lose traction on the hairpin turns. The following year, with a larger 410 c.i. motor, the diff was lowered to 2 : 1. We currently have 3 : 1 gearing, but I think 2.5 or 2:1 would be better an allow good speed at low rpm. There is certainly no lack of power starting or after shifting to high. Below is a photo taken at the 1911 hill climb. The back of the large Ford racer can be seen on the left. Next is a blowup of the photo, showing the large "pumpkin" the Ford racer possesses, presumably to house the "tall" 1 1/2 : 1 gears. Photo courtesy of THF, all rights apply.

Thank you Wayne. From Greg: "relatively few people at the time would have known how special the engine was compared to a production Model T engine. For speeds like that the final drive ratio must have been a lot taller than stock as well. Were parts like this ever offered for sale to the public by Ford?" It's been interesting to research the Ford Specials. What little I know about them includes the Reminiscence of Ford engineer Joe Galamb. He said (Reminiscences were typed transcripts from audio recordings of early Ford Motor Company employees, agents and people who knew the Ford family) that one day Henry Ford appeared in his office and told him he wanted to build a racer that looked like a Model T, but that could beat the Blitzen Benz. I believe this was probably shortly after the Ocean to Ocean race. The BB was already the fastest car in the world, having set the one mile record in 1909 in England (if memory serves), then again with Barney Oldfield driving in 1910, and finally, the record set by Bob Burman in 1911. Unlike most of the parts drawings at THF, the Ford Special parts aren't dated, except for a few. Those that are dated have 1914 dates. The last Ford special official race came in the summer of 1912. The parts that are dated? Wire wheel drawings. Why? I think the photo below is why. My "guess" is the wire wheel components were updated in 1914 for Edsel's speedster. I'd also guess his speedsters (there were a few different variations, one with V-shaped radiator) had the faster Special motors, but that's purely conjecture. The photo below is courtesy of THF, all rights apply:

Thanks Aha, it is fun. So far, we've run up to the low 70's, with lots left. Then I learned a lesson about not enough clearance with aluminum pistons. It's about back together now......... 😞 When you "kick" open the auxiliary exhaust ports, it's like adding a higher gear.