Delton, that would have been an oddball then. I grew up knowing Midget Racing Photographer, car owner, and Historian Ed Hitze (writer of the first history of both Frank Kurtis and Kurtis Kraft)---who had not only a pair of rail frame midgets in his garage, but also a 1949-vintage Kurtis Offy midget. In addition, I met, broke bread with Frank Kurtis here in Lafayette a couple of times when he was visting Hitze--much of what I say here comes from those long visits, and not a few beers, BTW. Consider that Kurtis-Kraft produced approximately 1,500 Midgets from late 1945 until Frank Kurtis sold that part of his business to Johnny Pawl of Crown Point, Indiana in the early 1950's. Of those approximately 1500 Midgets, about 340 were complete cars, with the rest being chassis only, chassis with bodywork, evven kits for chassis )the frame tubing cut, bent to shape, even "fishmouthed" for tee-joint welding. Hiis early cars did use Model A Ford front spindles & hubs (I got a set of refurbished Model A Ford brake shoes from Robert Rice, the father of USAC Midget Champion Larry Rice (the Larry Rice of Saturday Night Thunder) who lived just 20 miles south of where I am sitting writing this. When Crosley cars hit the streets in 1947, a transition was made to Crosley front spindles,, even the pioneering Crosley front disc brakes. In the late 1940's, Ted Halibrand introduced his "Quick Change Rear End", which was engineered to bold up directly to 1928-48 Ford rear axle assemblies. In addtion, NO Model T Ford had any front brakes of any sort--the only drums were on the rear axle, and those were parking brakes only. As for those "rivets" in a Model T hub, the writer is 6 "rivets" short, as all Model T Ford wooden artillery wheels were 12-spoke, and they were NOT assembled to their hubs with rivets, but BOLTS. In addition, a Model T front axle had a C-shape at each end, with a kingpin going through the spindlle, AND both teh upper and lower "ears" at the ends of that axle--exactly the opposite of every other carmaker's solid front axle, and certainly 1 pin or bolt more than any Ford passenger car hub 1928-48 (Ford did make 5-lug spindles for Model T's in 1926-27, for those cars mounting the then-new Ford "Welded Steel Spoke Wheels". From what you describe, the midget in question as written up in "Open Wheel" had to have been very much a home-build, with a Kurtis frame and bodywork.
Along the way, Kurtis sold, as I mentioned above, raw chassis and body panels, to any and all comers--which accounted for the majority of what today are called Kurtis Midgets. A real reason for this was the production of 12" rims by Crosley, a size that was much harder to find beforehand--until Halibrand began production of magnesium alloy wheels for racing, in 1949.
With all those midgets having been produced, complete, or at least in chassis form, by Kurtis, it's little wonder that many car owners (and Midgets were, at their outset, a low-bucks operation, particularly if an owner opted for a Ford V8-60, or a Drake (built by Dale Drake of Meyer-Draike Offenhauser beginning in 1945) which were water-cooled conversions of the Harley Davidson Pan Head Vee-Twin of the 1930's), even Elto 2-cycle outboard motors dating from the 1920's. Midget racing was, for many outside of AAA (American Automobile Association) and even California Racing Association (CRA), coupled with the ready availability of a fairly low-cost state-of-the-then-art tubular frame and essentially a mass-produced body shell (Kurtis had made stamped aluminum panels for P-51 Mustangs during WW-II, and had a small stamping press--his midget noses and tail cones were made by welding two stamped halves in aluminum!), with hoods, side panels and belly pans hand-formed by the legendary racing body craftsman, Myron Stevens) to fit each individual car or chassis sold.
At any rate, the vast bulk of Kurtis Midgets used Model A and later Ford V8 spindles and hubs though.