Cadillac History 1905

Cadillac Models & History 1905

In this third year of production, Cadillac fielded five distinct models: Model B, C, D, E, and F. Some people become confused by thinking that Model E, F, K, M, S, and T are distinct models. They are just one model with different body styles. The E, K, and S are runabouts; the F, M, and T are all other body styles.

STYLE MODEL B

STYLE MODEL C

STYLE MODEL D

STYLE MODEL E

STYLE MODEL F

MODEL B ENGINE

MODEL B CHASSIS

MODEL B TECHNICAL INFORMATION

MODEL B OPTIONS

The Model B was introduced in 1904. The single cylinder Model B remained unchanged from the 1904 Cadillac. The horsepower was now rated at 9 instead of 8.5. In 1904, the optional 60 inch (1.525 meters) (wide track was not available on the Model B; but this year a 61 inch (1.55 meters) tread was also made optional by the use of tubular axle to replace the pressed steel axle with standard tread.

MODEL C ENGINE

MODEL C CHASSIS

MODEL C TECHNICAL

MODEL C OPTIONS

Introduced Summer, 1905. The Model C was a mid-year offering, at a reduced price. It was a single cylinder Model B with a Model F “hood” and radiator. Cadillac called the Model C “an accommodation to customers who want a detachable tonneau.” The tonneau of the Model F was non-detachable. The introduction of the Model C may be interpreted as “a program to move out the remaining Model B chassis.”

MODEL D ENGINE

MODEL D CHASSIS

MODEL D TECHNICAL INFORMATION

The price of the Model D was $2800. Calendar year sales and production was 156 units. Model year sales were also 156 units.

HISTORICAL NOTES

Introduced Jan., 1905. Innovations: Three speed planetary transmission. Governed throttle. Variable lift inlet valve gear on multi-cylinder engine. Notes: The four-cylinder Model D had a five passenger touring body with side entrance tonneau doors and a wood body. Aluminum skins were available at extra cost. It also featured running boards and an aluminum dash. It also had a carrying lubricator and running fuel tank with gravity feed to the mixer. The storage fuel tank was located at rear of chassis. Fuel transfer was made to the running tank by exhaust pressure.

The chassis emphasized strength and durability with a pressed steel frame. It had two half-elliptic springs in front and a platform spring in the rear. It featured right hand steering with controls to right. The brake lever operated the service brakes on the rear drums. A foot pedal operated the emergency brake on drive shaft. The application of either brake system disengaged the flywheel clutch through an interlock. The engine and transmission were mounted in a tubular subframe. It also had a patented double syphon muffling system.

The driveline had a three-speed planetary transmission (3:1, 2:1, 1:1). All speeds were activated progressively with a single lever. There were twin clutch discs in the flywheel; a disc clutch and three bands on the transmission; and an emergency brake drum behind transmission. Instead of being chain driven, it had a shaft drive with two U-joints linked to a bevel gear. The live rear axle had a spur gear differential.

The four cylinder vertical in-line L-head engine had counterclockwise cranking. Individual cylinders had copper water jackets and the heads were detachable with factory equipment. The lower section of the two-piece crankcase held the carrying mains and a patented sloping-trough splash lube system which insures lubrication to each cylinder regardless of grade. The horizontal commutator shaft projected forward into cavity in radiator. The commutator was serviced from the front of vehicle. The number one cylinder was over the front axle with a stretched out accessory section on the front of the engine. The radiator extended forward of the front tires. The hood is one quarter the length of the car.

Engine throttle control was a complicated variation of the one cylinder throttling arrangement. The L-head valves were operated by in line push rods and roller tappets riding on extra wide cams on a spring loaded, sliding camshaft. Exhaust cams were of constant cross section but inlet cams were cone shaped to produce varying lift and timing as the camshaft moved along its axis. The axial motion of the camshaft against its return spring was by a hydraulic piston which received pressure from an engine driven pump. The throttle control on the steering column operated a bypass valve in the hydraulic loop. The position of this valve regulated the percentage of system pressure acting on the camshaft piston, thus the nominal axial position of the camshaft. The governor action was automatic due to interaction between the engine driven pump speed, hydraulic pressure, and cam position (overspeed increased the pressure and drove the cam back to a lower speed position). As on the one cylinder engines, the inlet valve opening automatically determined the amount of fuel supplied by the mixer. The mixer was identical to the one cylinder mixer except for the addition of an auxiliary air intake valve.

In addition to patents pertaining to one cylinder cars, Alanson Brush also held patents on the splash lubrication system and the muffler system used on Model D. Although not patented, counterclockwise cranking was a Brush “trademark.”

MODEL E ENGINE

MODEL E CHASSIS

MODEL E TECHNICAL INFORMATION

MODEL E OPTIONS

The price of the Model E was $750. Calendar year sales and production (combined with the B, C, and F models) was 4029. The model year sales was the same.

HISTORICAL NOTES

Introduced January, 1905. The one-cylinder Model E was the same as 1904 except there was a more normal looking “hood” with sharp corners and side louvers. The radiator was raised to fit the shape of the “hood.” The detachable tonneau was not available. The front axle was now tubular and arched with a truss. Introduced at mid-year, the rocker shaft was located between the front axle and spring. The linkage on transmission bands was balanced.

MODEL F ENGINE

MODEL F CHASSIS

MODEL F TECHNICAL INFORMATION

MODEL F OPTIONS

The Model F cost $950. Calendar year sales and production (combined with the B, C, and E models) was 4029. The model year sales were the same number.

HISTORICAL NOTES

Introduced January, 1905. The new front end styling was recognized as a desirable improvement. Not only did Cadillac update Model B‘s with the Model F “hood” and radiator (Model C), but owners of A’s and B’s had the new nose grafted to their cars. There was even an aftermarket supplier of update kits. The Model F had the same chassis as Model E except for a two inch longer wheelbase. One body style was the first Cadillac one cylinder touring car with non-detachable tonneau and two side doors for tonneau entrance. Another body style was a delivery vehicle.

The president of Cadillac was C. A. Black. After designing the one cylinder and Model D Cadillacs, Alanson Brush left Leland & Faulconer/Cadillac and extracted a lump sum and royalty payments for use of his patents. This action triggered a plan to purge Cadillac design of Brush influence. Cadillac Automobile Co. and Leland & Faulconer merged in Oct., 1905 to form Cadillac Motor Car Co., Henry Leland became General Manager of the new company. Maximum production capability one car every ten minutes of each ten hour working day.

Serial numbers were not used on any of these models. Engine numbers were stamped two places on crankcase.

1. Top, right edge of cylinder flange, near water outlet.
2. Right, front face, just below top cover.

(Blank spaces on patent plate are for additional patent dates, not engine number.)

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