Process of - Classic Tractor Magazine

Landmark Tractors Old vs New
Process of
Evolution
John Deere’s M-Tractor design is 20-years old, yet the steel chassis and modular
component design that was first used on the original 6000 Series remains the
backbone of the latest generation of the company’s tractors. We brought
together a John Deere 6400 and a brand new 6125R to find out what has
changed and how the old and new models compare. Words by Simon Henley;
pictures Jonathan Page.
L
AUNCHED IN 1992, the John Deere
6400 was the largest four-cylinder model in
the 6000 Series. The brand new model offered
outstanding in-field performance and was an instant
success with farmers across Europe. Along with its
smaller 6000 Series siblings, it represented one of
the greatest innovations in modern tractor design.
That was 20 years ago, however, so how well does it
compare with what John Deere offers today?
The 2012 John Deere 6125R is one of nine new
tractors in the latest 6R range that represents the
fourth generation of 6000 Series development. The
6R Series is made up of five four-cylinder models
spanning 105hp to 140hp and four six-cylinder
machines from 150hp to 210hp. The 6125R, which is
powered by the latest Stage IIIB version of John
Deere's well proven 4.5-litre engine, offers 125hp
(max 138hp) and a host of transmission options,
including
Deere's
new
DirectDrive
twin-clutch
transmission, in addition
to front linkage and PTO options. Yet while
dramatically different in terms of specification and
appearance, the 6125R Series retains the same highstrength steel backbone chassis design and is still
built using modular components.
The basic layout of the 6125R is also similar to
the old 6400. For example, the cab position in
relation to the chassis is the same, the fuel tank
location is the same and even the battery
compartment is where it used to be. The rear axle
and hydraulics, although much improved, are very
familiar in appearance, and although slightly larger,
the tractor itself has that distinctive feel that can
only be associated with a John Deere.
Arguably, the biggest difference between these
tractors lies in the technology that’s used to control
their functions and the way they are operated. When
the 6000 Series was introduced, its new optional
Headland Management system was considered
Main Picture: David Musson’s immaculate
1994 John Deere 6400 (100hp) goes head to
head with one of its modern-day
successors, the 6125R (125hp/max 138hp).
The 6125R sits in the middle of Deere’s new
five-model range of four-cylinder 6R Series
tractors.
state-of-the-art. Whereas many of the 6400's
primary functions were still mechanical, today the
6125R utilises a computer to control the engine and
transmission, and satellite technology to guide it
across the fields.
Despite its age, when you swing open the cab
door of the 6400 the operator station, or TechCenter,
as John Deere called it, the interior still has a
surprisingly pleasant feel. The seating position is
excellent and with some minor adjustment the
operator is soon very comfortable. Just like the 6R
Series tractors of today, the instrument panel tilts
with the steering wheel and visibility from the
driver’s seat is exceptionally good.
To the driver’s right, the control console houses
the hand throttle, the forward/reverse shuttle, the
four-speed powershift lever and the gated rangechange lever. Further along the console sit the
auxilliary hydraulic levers, the rear linkage controls
and the PTO levers, while a raised control panel
displays numerous warning lights and houses the
tractor’s ventilation controls.
Jump in the new 6125R’s redesigned
ComfortView cab and immediately it feels much
roomier, yet at the same time also quite familiar.
Despite the fact that the control console has a
bewildering number of buttons, the layout is
surprisingly similar to the 6400. The main gear lever,
for example, features buttons for declutching and
operating the four powershift speeds, yet the basic
range shift pattern of the AutoQuad Plus
transmission remains just like the old PowerQuad
gearbox found in the 6400.
But it’s here in the cab where computer
technology takes over. The 6R tractor’s built-in
Above: The TechCenter cab fitted to the
6000 Series was a massive departure from
the SG2 unit it replaced. It had two doors,
more space, completely new controls and
lower noise levels.
Above Right: The interior of the latest
ComfortView cab feels familiar but there’s
a lot more gadgetry and buttons. Thanks to
the front axle and cab suspension, the
overall ride is much smoother.
Command Centre unit can be used to electronically
set transmission shift points and control individual
oil flow rates to the auxilliary hydraulics at the touch
of a button. It also allows the use of new
technologies such as Isobus and GreenStar satellite
navigation without the need for rewiring the tractor.
One of the best things about the new 6R Series,
from a driver’s perspective at least, is the ride
comfort. With just 72dB(A) at the driver’s ear, fully
floating cab suspension and triple-link front-axle
suspension, comparing the 6125R to the 6400 is like
comparing a Rolls-Royce to a Vauxhall Vectra.
Driving them both across the field, the difference in
ride quality is quite remarkable. It’s hard to believe
they are both based on the same type of modular
chassis, but they are, and that’s where the
suspension has made such a difference.
How they compare
Model
John Deere 6400
John Deere 6125R
Produced
1992-1997
2012-
Engine
John Deere 4.53-litre
John Deere 4.53-litre
Cylinders
4 turbo
4 turbo with EGR, DOC & PDF
to meet Stage IIIB
Power
100hp
125hp (max 138hp)
Maximum torque
404Nm
585Nm
Fuel injection
Multi piston distributor type,
mechanical fuel pump
High pressure common rail
Transmission
Synchro Plus or PowrQuad,
30kmh or 40kmh
PowrQuad Plus, AutoQuad Plus,
AutoQuad with eco shift, AutoPowr,
DirectDrive, 40kmh or 50kmh
Maximum hydraulic flow
60 litres/min
(96 litres/min optional)
80 litres/min
(114 litres/min optional)
Maximum lift capacity
5474kg
6000kg
Wheelbase
2.40m
2.58m
Weight
4100kg
5470kg
Height to top of cab
2.64m
2.80m
Fuel tank capacity
160 litres
220 litres (265 litres optional)
Turning radius
4.50m
5.70m
Acknowledgements
Thanks to John Deere owner David Musson
of South Derbyshire for letting us borrow his
superb 1994 John Deere 6400, and also to
Gordon Day of John Deere for the loan of the
latest John Deere 6125R.
28
CLASSIC TRACTOR
October 2012
October 2012
CLASSIC TRACTOR
29
Reader Rebuild International 5288
The big red one
A fan of six-cylinder Internationals ever since he saw a contractor direct drilling
with a 955 in the early 1980s, Cleveland farmer Paul Stevenson’s ambition of
owning an American-built IH has recently been realised. Rory Day reports.
F
ARMING 310 ACRES with his father,
William, at South Loftus, near Saltburn-onSea, Farm View contributor Paul Stevenson
has fond memories of International Harvester
tractors that go back to him sitting on a ‘Snoopy’ at
the Yorkshire Show when he was just eight years
old. The feeling has endured and he has owned a
Case-IH 1255XL since 2003 and a Case-IH MX135
since 2004.
After buying the Case-IH 1255XL, however, he
decided what he really wanted was an Americanbuilt IH. This would only be to play with, rather than
to put to work, and he considered something like a
two-wheel drive IH 1466 from the early 1970s would
be ideal. Last year, however, Paul ended up buying a
larger and more recent IH 5288 that was built in the
first half of the 1980s.
In fact, it was a tractor that he knew well as it
had been operated by neighbouring farmers C., K. &
D. Muir Ltd for the past 20 years. “I’d never thought
about owning it,” says Paul, “although I once told
Richard Muir that I’d like a US-built IH and he kept
on at me to buy his. I think he wanted to still be able
to see it in the area.
“What changed my mind was when our 1255XL
started having trouble lifting the 4m combination
drill when it was full near the end of last summer;
that’s when I decided to buy it.”
Carrying the serial number 6012, the tractor is
one of 1280 IH 5288s built by the company during
1984 and probably came off the production line in
the late summer or early autumn. After writing
about the machine in his Farm View column in the
November 2011 issue of CLASSIC TRACTOR, Paul
found out a lot more about its history.
Above: Cleveland farmer Paul Stevenson
has been fascinated by IH tractors since
he was a child. Now he’s living the
dream with probably the best IH 5288 in
the country.
Above Right: This is how C344 CRH
looked when it arrived last year. It was
down at heel, having previously spent
several years outside powering a slurry
stirrer on a local farm.
Inset Right: The cab was in a dreadful
state. The mudguards were beyond
repair, the roof panel was rotten and
there were holes in the bottom of both
doors and many other areas.
Main Picture: Paul Stevenson’s fully
refurbished 1984 IH 5288 gleaming in the
sun and looking back to its very best at
Saltburn-on-Sea in Cleveland.
“I was contacted by Ian Scruton of Wilfred
Scruton Ltd, who sold the tractor when it was new,”
he says. “They bought the tractor from IH in February
1985 and sold it to Martin Simpson of Seamer near
Scarborough the following October. They then took
the tractor back in as a part exchange in 1990 and
that’s when it was then sold to the Muirs.”
Paul also spoke to Mr Simpson, who told him
that he used it on a seven-furrow semi-mounted
reversible plough with a press.
Once it moved to the Muirs, the tractor was
hitched up to a 4m power harrow/drill combination
and carried out that task for 10 years, during which
time it was also fitted with a front linkage. In 2002,
however, the purchase of a Case-IH Magnum saw
the 5288 downgraded to slurry tanker duties for a
few years, while since 2008 it had been used solely
on the slurry stirrer.
Potash mine
“Unfortunately the tractor was standing outside
all the time it was on the slurry stirrer, and this,
combined with the fact that the Boulby potash mine
is nearby, took its toll on the cab,” notes Paul.
After picking up the 5288 in late August last
year Paul put it to work on a five-leg subsoiler
working 16in deep. “It performed well, even though
the spines were shot in the four-wheel drive front
coupler so it was only working in two-wheel drive,”
he says. “What this did show me, however, was that
the tractor was basically sound.”
It also showed up a few other issues that would
have to be dealt with: there was oil leaking out of
the steering orbital valve and some of it was running
down the back of the dashboard; while it was also
having a few fuel problems. “I took the rear filter off
and found it full of grey/blue sludge,” Paul says.
“This was because the fuel tank was missing its cap
and rags and obviously blue tissue paper had been
used over the tank filler.”
Work to strip the tractor down started in
October. “The cab roof was full of holes, one
mudguard was home-made and the other was
rotten and smashed up,” he says. “All the rotten bits
that couldn't be removed from the cab area were cut
out and replaced with new steel. This was mainly in
8
CLASSIC TRACTOR
August 2012
the areas below the side windows and in the inside
of the rear cab pillars, but a lot of the top front
windscreen frame also had to be cut out and new
metal welded in.
“The cab interior was also gutted, and the
steering orbital valve seals were replaced. Both halfshaft seals were changed, and I also fitted a new
four-wheel drive front coupler,” he adds.
Another serious mechanical job was dismantling
the PTO. “The brake wasn't working and I was going
to fit three new brake pads, but when I took it apart
I found that the front bearing was on its way out and
the teeth on the clutch pack were worn,” says Paul.
“A phone call to my local Case IH dealer, Paxtons at
Northallerton, gave me a nice surprise as the clutch
pack was only £84 when I was thinking that it would
be in the hundreds. I also replaced all the bearings
while I was in there. Phil and Tim in Paxtons’ stores
have really been a great help.”
Meanwhile the main bonnet panels, which were
in pretty good shape, were rubbed down and
primed. Some warmer weather just before Christmas
also allowed him to get the chassis painted,
although the preparation required a lot of elbow
grease. “Mike Links of Triple R Tractors of Illinois
restores 88 Series tractors and he recommended
that I didn’t shotblast the chassis because it gets
into places where it shouldn't,” says Paul.
With the chassis painted in IH Gloss Black,
which Paul feels is more like a satin black, the
project was really progressing.
Right from the start Paul knew that he would
have to get parts sent from the United States as the
panels are no longer available from Case IH dealers.
August 2012
CLASSIC TRACTOR
9
one of Howard’s doors and cut large rotten pieces
out of my doors and welded in replacement parts
from the old Snoopy doors.”
Right on cue, the first parcel from the United
States arrived and as well as a full cab interior, it
included weld-on door bottom skins. These were
welded on the day they arrived and a tiny amount of
filler was used to smooth the joins. “This is the only
filler used on the entire tractor,” notes Paul.
The new Western-style cab interior was fitted
and the wiring was checked over.
A Bluetooth CD player was installed, while new
sidelights and mirrors from Tractor Parts UK finished
off the cab.
Next the main bonnet panels were glossed and
the decals were applied. The tractor had come with
a set of dual wheels for the front and rear, so these
were painted using the Case IH silver.
“They are Terry Johnson wheels and I was short
of a set of weld-on cleats for one wheel,” recalls
Paul. “Philip Lake, our local representative for New
Holland dealer Russell’s of Malton, managed to
identify them and get me some new cleats. I also
needed some replacement front tyres and ended up
buying some good part-worn Goodyears from
Cornthwaite Tractors of Lancashire.”
While Paul was waiting for his second shipment
Owners’ register
Paul Stevenson’s IH 5288 rebuild project has prompted him to start an owners’ register for 1980s International
5288 and 5488 tractors based in the UK and Ireland.
A total of 5905 IH 5288s and 3951 IH 5488s were built at the company’s Rock Island plant in Illinois, but
Paul’s research suggests that not many more than 50 were imported for the UK and Irish market.
“I currently know of about 20 tractors that are still running,” he says. “So far, mine is the latest serial number
I’ve come across, although I know there was at least one more sold after it.
Thankfully the article in CLASSIC TRACTOR resulted
in a call from Howard Sherren who put him in touch
with Ken Updike of the Wisconsin-based Carter &
Gruenewald Company which has been able to
source most of his requirements. The roof proved to
be a bit harder to find, but one was eventually found
on a 3788 in a breaker’s yard by Mike Links.
“I ordered a load of parts from Ken Updike,”
recalls Paul. “The first items came by airmail, while
the larger parts – including the full roof and
mudguards from Triple R Tractors – came by boat.”
Other help came from Andrew Brown of Suffolk
who runs a host of IH tractors including a 5288 and
the first 5488 imported from the United States.
Andrew proved extremely useful with advice and
supplying part numbers for many items, as well as
identifying the lights, mirrors and so on that would
have been fitted by IH in the UK as part of the
homologation process that was required to meet UK
road legislation. One thing that couldn't be supplied
by the Carter & Gruenewald Company were the UK
market spacers that fit between the mudguards and
the cab. Fortunately, one of the existing spacers was
good enough to use as a template and Rob from Agri
Plus Ltd of Stokesley, North Yorkshire was able to
make replacements.
Agri Plus also helped Paul extract some broken
exhaust manifold bolts and while the manifold was
off, the rocker cover gasket was replaced and the
tappets adjusted.
“One very strange coincidence happened one
day after I’d been on the phone to Rob,” says Paul.
“Shortly after he rang back and said that a man
10
CLASSIC TRACTOR
August 2012
who’d been in his workshop said that he had the
original front linkage for the 5288 that the Muirs
had sold a few years ago. I bought it and Rob then
got some side plates made to fasten the linkage
onto the side chassis rails for extra strength.”
When the engine was all back together, it was
time to hitch the tractor to Rob’s dynamometer.
“It put out 175hp on the PTO and would sit all
day running at 170hp,” says Paul. “This means it
must be close to 200hp at the engine, which is good
considering it hasn't been tweaked at the pump and
hasn’t done any hard work for years.”
Close match
Next on the agenda was painting the wheels.
When new, the rims were painted IH Aluminium, but
as this is no longer available, Case IH silver, which is
a close match, was used instead.
“I also discovered that some of these tractors
get repainted the wrong colour,” notes Paul. “I
found out that the red that should be used is exactly
the same as the old Magnum red, so I duly ordered
some enamel from Paxtons. I had thought about
two-pack paint, but decided to go with the correct
enamel as that’s what it would have had when it
was new.”
Paul then turned his attention to the doors and
this turned out to be a job that was a real pain. “I
visited Howard Sherren in October last year and
came home with the old doors off an IH Snoopy that
he restored several years earlier,” he says. “I
replaced the whole left window frame with one off
Paul would like to hear from anyone who has one of these tractors and he can be contacted on 07778 806743
or by email at pstevenson01@btinternet.com
Above: The chrome stack isn’t an
original fitment, but it looks great! Note
the mesh screen in the top of the
bonnet; air is sucked in here for the
cooling system and then blown out of
the front grill.
Above Left: Repairing the rotten doors
was a major task. Both door bottoms
were replaced with new metal from the
USA, while the frames were repaired
with sections from a set of Snoopy
doors.
Top Right: As part of the UK
homologation process, a black-painted
‘spacer’ section was fitted between the
mudguard and cab. Paul had to have
these ones made as the original were
rotted out.
Top Far Right: Paul isn’t sure of the
origins of the front linkage, but thinks it
may have come from the rear of a
Caterpillar crawler. The frame that it’s
attached to is bolted to the front
bolster and chassis.
Main Picture: Paul Stevenson’s IH 5288,
registration number C344 CRH, hasn’t
looked this good since it was sold new
by Wilfred Scruton Ltd to a farmer at
Scarborough in October 1985.
August 2012
CLASSIC TRACTOR
11
Title Inset: Tractormeter shows a
genuine reading of precisely five
hours. Taken as an average over
the past 34 years, that's just 8.8
minutes per year!
Above: Inside the cab, most of the original
controls and switches, etc were good
enough to retain, but the upholstery, roof
lining and cushions on the air seat have all
been replaced.
Above Right: There’s a touch of Dallas in
the cab. The leather-look buckskin tan
upholstery is part of the Western trim
package that was optional in the USA but
seemingly standard on UK imports.
Bottom: The transformation of C344 CRH
from a cosmetic wreck into a superb,
frontline prime mover cost about £6000, a
figure that doesn’t include many hundreds
of hours of Paul’s time.
of parts to cross the Atlantic by boat, he had a visit
from Guy Scruton who wanted to see the 5288.
“Guy told me he had a photo of the tractor when it
was new,” he says. “He duly sent me the photo and
it was nice to have something to aim for with my
rebuild.”
The waiting period for the parts also presented
the perfect opportunity for Andrew Winter from
Paxtons to visit and recharge the air-conditioning
system.
Friday 13 April certainly wasn't unlucky for Paul
as that’s the day his crate of parts arrived from the
United States. Inside was a complete roof with rear
legs, front pillars, front eyebrow, mudguards, seat
cushions, headlights, door handles and a whole host
of other parts. Preparation work began straight
Useful contacts
Cab parts, decals, lights, seat cushions and exhaust: Carter & Gruenewald Company, Brooklyn,
Wisconsin, United States. Website: www.cngco.com
Roof and mudguards: Triple R Tractors, Bartelso, Illinois, United States. Website: www.triplertractors.com
Mechanical parts and gloss paint: Paxtons, Finkills Way, Northallerton, North Yorkshire, DL7 8UQ. Tel: 01609
783331.
Mudguard extensions, filters, front linkage brackets and pipework: Agri Plus Ltd, Unit 10, Rosedale
Court, Ellerbeck Way, Stokesley Business Park, Stokesley, North Yorkshire, TS9 5GB. Tel: 01642 712965.
Mudguard trim, wheel cleats, primer: Russells, Eden Works, Old Malton, Malton, North Yorkshire, YO17
6RD. Tel: 01653 605495.
Tyres: Cornthwaite Farm Machinery, Elm Farm, Station Lane, Nateby, Preston, Lancashire, PR3 0LT. Tel: 01995
606969.
Sidelights and mirrors: Tractorparts.co.uk Ltd, Unit 1A, Hilltop Works, Keats Lane, Earl Shilton, Leicestershire,
LE9 7DP. Tel: 01455 843955. Website: www.tractorparts.co.uk
Cab edge trim: Key Restoration Services, 8 Derwent View, Brackenholme Business Park, Selby, North
Yorkshire, YO8 6EL. Tel: 07753 856092.
12
CLASSIC TRACTOR
August 2012
away and the roof and mudguards were soon
painted and left to dry.
“Richard Muir came to help me fit the roof, and
it was a very tight fit as we shoehorned it over the
air filter intake on the cab,” recalls Paul. “It took me
two days to get it fully fitted, followed by the rear
and side windows and the mudguards.
Next the front cab pillar covers were fitted,
although with the UK additions of mirrors and
sidelights, this was a bit of a fiddly job. Part of the
difficulty was because the left-hand mirror needed
setting a bit differently to accommodate one of two
non-standard alterations Paul has carried out.
Final stages
“I decided to fit an American modification to the
gas strut on the left door,” he says. “It opens the
door wider and much more easily than the bent
metal rail that was fitted as standard, and it also
prevents the door getting blown onto your leg if you
are getting in on a windy day.”
One of the last jobs to get done was refitting the
long bonnet. “This was one of the final stages in the
transformation,” says Paul. “Putting it on again after
it had been off for seven months was an important
milestone, and it also made the tractor look much
taller.”
Next the chrome exhaust was put on the tractor.
This was the other non-standard part that was fitted
and was made by the firm that supplies Kenwood
trucks.
“I have seen photos of tractors in the United
States fitted with these and I think they look good,”
says Paul. “Also, the last 5488 to roll off the
production line at Rock Island was fitted with one, as
were the 7288 and 7488 Snoopys.”
The finishing touch was some red trim to go
around the top edge of the cab. Once again, Andrew
Brown came to the rescue giving Paul contact details
for Key Restoration Services of Selby which was able
to supply exactly what he needed.
“All in all, I’m very pleased with how my 5288
has turned out,” says Paul. “Apart from help with the
exhaust manifold studs, front-linkage brackets and
regassing the air-con I can say I did it all myself.
“I’m really looking forward to putting the duals
on and hitching it up to my 4m Dowdeswell HD
power harrow with Kuhn Maxi packer and Accord
drill,” he adds. “It’s a lovely quiet cab and very
American with the Western leather-look interior. I
might even get a Stetson but one thing’s for sure, I
won't be listening to Kenny Rogers – it’s more likely
to be Iron Maiden and Motorhead!”
Ultimate Barn Finds
Incredibly
original
MASSEY FERGUSON 135
Tucked away in a private collection in Nottinghamshire is a Massey Ferguson 135
QD that has done just five hours from new in 1977. Totally original in every possible
way, it is the ultimate time-warp tractor. Simon Henley carefully examines this
priceless machine and describes its features; with pictures by Rory Day.
A
S FAR AS BARN FINDS GO,
this MF 135 QD must be one of the most
exceptional tractors CLASSIC TRACTOR
has encountered for a number of years. Yet this
tractor very nearly ended up being used on a set of
gang mowers when its current owner Eric Elliot
purchased it for his Nottinghamshire estate 10-12
years ago.
Thankfully, on the advice of his good friend and
fellow tractor collector Richard Fenton, the tractor,
serial number 473415, never went to work and
remains in as-new condition, having never turned a
wheel in anger during its 34-year life.
“When Richard told me I shouldn't use the
tractor I was quite surprised,” says Eric, who also
owns an exceptional collection of mainly vintage-era
tractors. At the time he says he placed very little
value on the MF 135. “In truth, 10 or 12 years ago I
didn't consider this tractor would be worth anything
in the future, or that it may be the only one left in
this sort of condition.”
There’s no doubt this tractor is a valuable
collector’s item, but there’s far more to this tractor
than its considerable value. It is like an Egyptian
mummy – a beautifully preserved example of the
past and an unmolested treasure that remains
almost exactly the same now as it did when it rolled
off the production line at Banner Lane. It is a rare
opportunity to see exactly what an MF 135 looked
like when new in 1977.
Before we delve into the specific details
surrounding this particular tractor, it would be
prudent to first discuss some of the history behind
the MF 135 QD. It was, after all, a bit of an odd-job
tractor in 1977, the MF 135 itself having
fundamentally been replaced on the UK market by
the higher-spec MF 550.
The problem was that in 1976, when Q-cab
legislation came into force, a number of tractor
operators were suddenly flummoxed by the new
structures, simply because the new low-noise cabs
couldn't be removed or folded like a safety frame to
enter low buildings.
Massey Ferguson was the first manufacturer to
respond to this issue by fitting a QD (Quick-Detach)
January 2012
CLASSIC TRACTOR
13
Above: Eric Elliot purchased his MF 135 to
put on a gang mower but was persuaded
not to use it by a friend. He is currently
deliberating whether to sell his extensive
tractor collection by auction in early 2012.
If this happens, the MF 135 will be included
in the sale.
Above Right: Even the cab door latches and
door handles still have their original
coating of factory MF red paint protecting
them. That’s how little use this MF 135 has
seen.
A serial number of 473415 dates this MF
135 QD to 1977, probably the middle of the
year. When new, it would have had a list
price of £5117 and a net price of several
hundred less.
Below Left: Contents of the time-warp
toolbox include the original tax disc
holder, as supplied by Chandlers of
Grantham, plus Category II ball ends for
the arms and top link.
Below Right: Not even MF got the decal
placement just right. Note how the silver
MF decal falls short of the ‘135’ medallion
on the nearside. It does, however, match up
on the opposite side.
36
CLASSIC TRACTOR
January 2012
cab to the 135, which was still in production at
Banner Lane, specifically for a number of export
markets. MF, in conjunction with Cab Craft,
developed a cab for the 135 that not only met the
sub-90dBA noise criteria, but could also be split at
fender level to allow access into traditional low
buildings.
Inside the cab, the familiar MF 135 controls
remained the same but with the addition of rubber
matting on the floor and gearbox and thick rubber
mouldings around the dash console to suppress the
noise. Additionally, a padded roof and wheel arches
helped to insulate the driver from engine noise.
The history behind this six-speed tractor is quite
remarkable. It was one of several MF 135 QDs
purchased in the late 1970s from MF dealer
Chandlers at Grantham in Lincolnshire by a local
machinery dealer. The dealer seemingly had a
sizeable amount of spare money to invest and
acquired a number of these machines, along with
several Fords, then put them away in one of his
buildings purely with the intention of selling them at
a future date.
More than 20 years later at least one, and
possibly more, of the MF 135 QDs were put on the
market and sold. One of them, the tractor shown
here, found its way to Eric Elliot in Nottinghamshire.
It has barely turned a wheel since and is in
remarkably original condition. The head lining in the
cab roof is unmarked and the door latches still have
red paint on them. Virtually every safety and
warning decal is present and intact, and the
Right: Original factory-fitted 12.4/11 x 28
Goodyear Traction Sure Grip rear tyres,
distinguished by the diamond shapes on
the tyre walls, are in brand new, unused
condition.
Far Right: Inside the QD cab, the upholstery
and paintwork is virtually like new. This is
clearly a tractor that has benefited from
being kept in a dry environment.
windscreen wiper doesn’t appear to have been used.
Inside the toolbox the original factory-supplied
Category II balls for the link arm ends are like new
and the Category II top link end is still in its factory
wrapping.
The original lynch pins are still in place on the
link arms, while the QD cab’s two-piece flexible rear
curtain, which has had the benefit of being rolled
down to fender level, is in great shape. It's a similar
story mechanically.
Pull the dipstick from the three-cylinder Perkins
AD3.152 engine and the oil is crystal clear. This isn’t
surprising because it has only ever been circulated a
handful of times, the last time probably more than
30 years ago.
Closer examination of the tractor reveals some
interesting little points and clues to how these
tractors were put together. During 1977 the Banner
Lane plant, in common with the rest of British
industry, was suffering from cutbacks, industrial
unrest and regular strike action by the trade unions.
As such, the tractors that were being built
sometimes lacked the precise fit and finish that was
a feature of earlier machines.
For example, purists might note that the silver
‘Massey-Ferguson’ decal running down the nearside
of the bonnet falls short of the circular ‘135’
medallion at the front by almost half-an-inch,
leaving an area of red paint uncovered.
The wiring for the light on the number plate
bracket is also untidy, with hastily added
connections that have been left exposed to the
elements and potential damage, while there is also
a small area of what appears to be grey paint,
possibly primer, on the lower, offside edge of the
tractor’s bright red bonnet.
The question as to whether this type of
workmanship was commonplace during the late
1970s is best answered by someone who actually
worked at the Massey Ferguson factory at the time.
Enter Harold Pritchett of Mancetter, north
“
“It looks like the grey paint on the bonnet could
have been a post-production issue,” says Harold,
examining photographs of the tractor closely.
“Panels with marks like this rarely ever got through
inspection, so I am going to suggest that the overspray or brush mark was done by the delivering
dealer during a PDI. If a minor correction had to be
made pre-delivery, the dealer might well have
touched up the grey engine paint, possibly even with
a brush. The other key consideration is that the
factory never used paint brushes and this certainly
looks like a brush mark.
“With regards to the silver bonnet decal, faults
like this were down to individuals,” he adds. “There
As far as barn finds go, this MF 135 QD must be one
of the most exceptional tractors CLASSIC TRACTOR
has encountered for a number of years
Warwickshire, a former quality inspector for Massey
Ferguson who worked at Banner Lane for 27 years,
commencing in 1967. Harold spent many years not
only working on the main assembly line but also
testing many of the major components used to build
the MF 100, 500, 600, 200 and 300 Series tractors.
”
is no doubt that this is the result of poor quality
workmanship, however, this would not have
constituted the rejection of an entire bonnet and
would have been considered acceptable by an
inspector.”
Moving carefully through the pictures, Harold
January 2012
CLASSIC TRACTOR
37
Above: Harold Pritchett worked on the MF
tractor production line at Banner Lane
from 1967 until 1994, spending time as a
fitter and also an inspector testing
components.
Left: QD (Quick-Detach) versions of the MF
135 had a detachable cab designed in
collaboration with Cab Craft. The cab
detached at fender height and was held in
place by eight bolts.
Bottom Left: The linkage has never been
used. Note the ‘workmanlike’ wiring for
the number plate light and also how the
insulated cab floor matting simply hangs
over the rear axle.
Bottom Right: The dashboard, which is
covered with thick rubber sound
insulation, is untouched and provides a
brilliant point of reference for would-be
MF 135 QD rebuilders.
notes that the plastic tag hanging behind the fuel
pump should have been removed and was most
likely an ID tag with a part number for the fuel line.
This part could have been fitted post-assembly,
having failed inspection at either the Banner Lane
factory or possibly when it reached the supplying
dealer.
“By the late 1970s MF was starting to cut
manufacturing costs,” continues Harold. “They were
buying components and materials from cheaper
suppliers. Evidence of cutting corners can be seen by
38
CLASSIC TRACTOR
January 2012
the rusty cab mounts. This is a result of using
cheaper grades of paint that have deteriorated and
corroded over the years.”
“It should be remembered that we weren't
building Rolls-Royce cars,” he adds. “Tractor
assembly, particularly on the Banner Lane tracks,
wasn't an easy or gentle process. Tractors were
pushed and pulled to get them together and as long
as everything fitted to a reasonable standard and
worked, it was considered satisfactory.”
It might have a misplaced decal and a small dab
of grey paint on the bonnet, but there can be no
denying that this 1977 Massey Ferguson 135 QD is
still a very, very special tractor, one that probably just
about every MF enthusiast would like to call their
own. It is also totally authentic and a truly unique
piece of MF tractor history.
Acknowledgements:
A big thank you to owner Eric Elliot for allowing
us to carefully crawl all over his priceless MF 135
QD; Richard Fenton and his son David for helping
to manhandle the tractor out into the open; and
former MF quality inspector Harold Pritchett for his
Banner Lane factory production perspective.