Yearly Archives: 2010

Transantarctic TE-A 20’s

The Transantarctic TE-A 20’s: Mike Thorne

Tim Hanson, editor of your Club’s Journal, asked me if I would write an article for the next edition. My reply was, “well I will have to get my brain cell into gear!”

What follows is a precis of chapter 14 of my book TE 20 in detail, published by Herridge and Sons in 2006. That chapter in turn was based on a report I have in my archive written in part by the late Sir Edmund Hillary, leader of the famous Arctic expedition to the South Pole late 1957/early 1958 and I.G. (Jim) Bates who was the travelling engineer on the trip. Further input was drawn from an article by tractor author Michael Williams. Also, from two important books I have on my shelves, Edmund Hillary’s autobiography and The Crossing of Antarctic – Sir Vivian Fuchs and Edmund Hillary.

Prior to the shipment of five TE-A 20s to the Scott Base on the western side of polar plateau the tractors were prepared by Norwood, a Ferguson dealership on South Island. It so happened that at the time my friend the late Keith Base had been moved from his role at Stoneleigh Abbey as a senior training instructor to Norwood’s to set up a training school adjacent to their premises.

At the time it was felt prudent that the Antarctic team should all be trained in the servicing and repair procedures relating to their TE 20, a sensible expedient! Not only. that, but the team had the opportunity to consider design and evaluate various modifications they would need to make to the standard tractors to enable them to cope reliably with the conditions in this hostile environment. Just to mention a few; temperatures of minus 30 or below, deep soft snow, deep crevasses, smooth ice, sastrugi (wind driven frozen snow ridges of greatly varying dimensions) it should also be pointed out that the Polar Plateau rises to just over 10,000ft (3048m) above sea level, thus engines and humans lose 3% of their power per rise of 1000ft (304m) of altitude due to thinning levels of oxygen. Thus at 10,000ft a petrol engined TEA20 would only produce 16hp compared with the normal at seal level of 28hp. With the engine set to run at 2000rpm max to compensate for this loss of power output the tractors governors were reset to allow the engines to run up to 3000rpm maximum speed, (Hillary noted when operating in low gear with engines running at 3000rpm, petrol consumption fell to 1 mpg (1.609km per 4.54L).

One of the three preserved TEA20s of the Antarctic epedition is exhibited at the Canterbury Museum in Christchurch, New Zealand, with Mike Thornes’ friend Keith Daniels posing by it.

Now to have a look· at what modifications had to be considered by Edmund Hillary’s team and Norwood’s engineers, so that the five Ferguson destined for Scott Base had a chance of meeting the challenges. Keith Base related a good many years ago to me that the first modification the group considered was to fit standard Ferguson tyre tracks to the rear wheels and to replace the front wheels with ski’s, thus enabling the tractors to be steered, when this idea was tried out on snow in the South Island, it was found to be totally unworkable. I remember Keith telling me that on one occasion he and his group were discussing with Hillarys team how this short coming might be overcome, so picture this group standing in Norwood’s yard scratching their heads over how to deal with this problem. Then Hillary said “why not put the f***ing . tracks over the front wheels as well and weld up the steering in the straight ahead position”. Keith told me everyone looked amazed and a bit sheepish, why had they not thought of that! Then some bright spark from Keith’s team said “well how are you going to steer it then?” Hillary’s reply was “I am going straight to the South Pole so I won’t want to steer the f***ing thing”. So this became the chosen track system. To achieve this, larger diameter front wheels had to be fitted which in turn meant that the tractors wheel base had to be extended so that the front wheels cleared the idler wheel on each track. This was achieved by equipping each of the five tractors with a Ferguson Epicyclic reduction gear box, which added an extra 4.75inch (l20mm) to the normal 70inch (l778mm) wheelbase. Although this gave the tractors an extra lower range of gears, Hillary’s report states that it was hardly ever used. It should also be pointed out that the tyres were made of a special silicon rubber which was more suited to the extremely low temperatures. The same type of rubber was used for the heavy duty electrical wiring. They were all painted red to enable them to be seen more easily.

A crevasse the survey team missed. The two Fergusons were able to recover the third.

The five tractors bound for Scott Base were shipped from Norwood’s depot by road to the dock where they were loaded onto the Endeavour. They were each given female names, no doubt to compensate for the lack of female company on the trip! The two tractors below deck were Daisy and (Sue, now displayed at AGCOs manufacturing facility at Beauvais), the three on the deck were Liz, Aggie and Gert. Also on board were some other pieces of Ferguson equipment, a Lincoln 200amp mounted PTO driven electric arc welder, a hydrovane, 60cuft compressor, a winch, forklift, a blade terracer and a post hole digger, perhaps used to bore holes in the ice to erect flag poles! Each tractor was also fitted with an automatic pick up hitch for low level towing of sledges. At first the tractors cooling systems were charged with neat glycol anti-freeze but when that ran out kerosene, was substituted which according to Jim Bates worked perfectly.

The luxury of asolid fuel AGA in the galley of Shackleton Base.

The tractors and equipment were off leaded and eventually driven over to Scott Base, where Jim Bates and one of his team, Murray Ellis, built a large garage workshop. It was here that further modifications were made, including the fitment of simple roll over bars and a rudimentary cab to protect the drivers somewhat from the harsh weather. The front axles were strengthened by welding a length of angle steel between the lower part of the swivel tube and the rear end of the radius arm. All the Fergusons and the two Weasels were fitted with short range two way radios to aid communication between drivers. Also the tractors heavy duty batteries were moved closer to the engines in an attempt to maintain efficiency. A heat shield was fitted above the exhaust manifold just below the petrol tank to provide some insulation because they had found that when the engines were revving flat out the petrol in the tank started to boil!!! The caboose they were towing which was the radio shack and sleeping quarters was heated by having a large radiator which in turn was heated by passing the tractors exhaust through it before being discharged outside, making sure there were no internal leaks!

The three TE-A 20’s with the radio ‘Caboose’ en route to the South pole. © Cliff Dickey, NSF

Hillary and his team set out from Scott Base 011 the 14th October 1957 using three Fergusons and one of the American army Weasels to establish food and fuel dumps along their route. A few days into the trip the Weasel broke down but the team were able to repair it. This began to happen more frequently and these problems had escalated so Hillary decided to abandon it and carryon with just the three Fergusons.

It should be mentioned here that coinciding with Hillary’s trip Vivian (Bunny) Fuchs and his team had set out from Shackleton base on the North West of the Polar Plateau with two Sno-Cats named Rock-n-Roll and Able, two Weasels named Rumble and Wrack & Ruin, a Muskeg tractor called Hoppalong bearing an emblem of a kangaroo and bringing up the rear another Sno-Cat named County of Kent.

Hillary and his team finally reached the South Pole station at 12.30 on the 4th January 1958 and they were met by the two commanders of the American base, Dr Hawk and Major Margesson. Hillary wrote “on the circle of drums and flag poles that make the South Pole we were greeted by a battery of cameras and friendly faces”.

Sir Vivian Fuchs’ Sno-cat Rock-n-Roll in trouble.

Bunny Fuchs and his team arrived mid-day on 20th January 1958. Edmund Hillary recalls how all these vehicles were parked up next to our three Fergusons. “I have to admit that there was quite a contrast in the vehicles. Edmund Hillary and his team were the first people to drive to the South Pole and this was achieved with three Ferguson tractors.

On his arrival at the South Pole, Hillary sent an appreciative telegram to Banner Lane, Coventry “Despite quite unsuitable conditions of soft snow and high altitudes our Fergusons performed magnificently and it was their extreme reliability that made our trip to the South Pole possible, thank you for your good wishes – Hillary”.

A summary of major modifications in addition to the fitment of full tyre tracks.

Fitment of Epicyclic reduction gear box.
All electrical leads covered with silicone rubber.
Heavy duty starter motor.
110amp hour batteries.
Strengthened front axle.
Crude cab with short range radio.
Tractors painted red to make them highly Visible.
Silicon rubber tyres all round.

Massey-Harris – A History

Massey-Harris: A Short History

In issue 100 of the Journal I was more than interested to read in John Selley’s article about its history and that, on the formation of the Ferguson Club, there was an intention to publish articles on Massey-Harris. Being a serious Massey-Harris enthusiast I thought that it might be worthwhile to try and arouse some new interest in the make. However I am not solely a Massey-Harris fanatic but have written widely on the whole history of Massey Ferguson.

Massey-Harris was founded in 1847 by Daniel Massey who was a descendant of immigrants to North America from Knutsford in Cheshire. He founded his agricultural implement business in Haldimand, Ontario, Canada soon to move to nearby Newcastle, and then in 1891 merged his business with fellow competitor Alanson Harris of Brantford, Ontario to form Massey-Harris. This went on to become the largest farm machinery manufacturer in the British Empire. Then in 1953 Massey-Harris took over Ferguson and the rest is history as the saying goes. The merged company was first named Massey-Harris-Ferguson but after five years became Massey Ferguson which is now a brand name owned by AGCO. Hence Massey-Harris and Ferguson history are inextricably intertwined. I have constructed and restricted this article to giving a brief overview of specifically M-H tractor history.

Daniel Massey started on a small scale manufacturing horse implements for cultivations, grass and grain harvesting and came to include a large array of barn machinery pertinent to the day. This came to include domestic items such as stoves and freezers – indeed in Canada M-H was a very paternal company the length and breadth of the nation acting through its branches and agents. Over time it came to have manufacturing facilities in six countries.

One of the first Massey-Harris built tractors a 1918 No.2. This one won Massey Ferguson’s worldwide search for the oldest working Massey tractor in the world in 1984. Then in Canada it is now in the UK.

However M-H was a little late in getting into the tractor market. Its first venture in 1917 was the marketing of the USA built three wheel Bull tractors made in Minnesota. This was to be a short lived arrangement and in 1918 M-H made an agreement with the Parrett Tractor Co. of Chicago in the USA to manufacture under licence the Parrett design of tractor in their plant at Weston, Ontario for sale in Canada. 546 of these tractors in the form of the similar Nos.1, 2 and 3 models were made in 1918-1921. Weighing in at almost 2.5 tons these were substantia] tractors with a four cylinder transverse mounted engine which were very easy to drive. They were based more or less on the original Parrett tractor design but with small differences and rated at 12-15 draw bar hp.

M-H’s third and highly successful venture into the tractor market was when it purchased the J.I.Case Plow Co. of Racine, Wisconsin, USA that had developed the highly successful line of Wallis ‘u’ frame tractors. The purchase was made in 1928 but M-H had in fact sold the Wallis] 5-27 tractor in Canada in 1927. Successor models of this style of tractor namely the M-H ]2-20,20-30,25-40, Pacemakers and Challengers were sold in significant numbers almost up to World War II. Perhaps the red ‘styled’ Pacemaker of 1937-1939 was the most iconic of this mode] range and is now highly sought after. Also in the period 1930-1936 M – H produced its first own in house design of tractor in the shape of what has come to be another iconic M-H tractor – the General Purpose four wheel drive of which some 3000 were made.

The classic 1938 Massey-Harris Pacemaker tractor.

With the advent of war M-H tractor design changed. The proven Wallis ‘u’ frame was dropped and replaced with a more conventional chassis arrangement which was to persist until the end of M-H tractor production. War time and post war M-H tractor models were somewhat similar in appearance and perhaps typified by the UK built M-H 744 D which was based on the USA built top selling M-H 44.

Typical of the post ‘U’ frame style tractors is the UK built Massey-Harris 744D.

A range of smaller tractors were also built including the French ‘Pony’ based on the Canadian built Pony. This was very successful with small French farmers of the era.

The smallest Massey-Harris tractor – a French built Pony vineyard.

In the meantime Harry Ferguson had made massive inroads into the tractor market world wide and M-H tractors had become something of dinosaurs. The purchase of Ferguson came with the famous Ferguson System of tractor design which was immediately adopted by the new Massey-Harris-Ferguson company. By then the Ferguson 35 had been released in America and UK. North American M-H dealers (a two line product policy prevailed for a while) were quick to demand a Ferguson style tractor so an M-H tractor was rushed into production being essentially an American Ferguson 35 but available in several chassis forms. This was the M-H 50 soon to be followed by the Ferguson 40 of essentially the same design with similarly available variants. The M-H 50 was the last M-H design of tractor to be superseded by the Massy Ferguson 35’s and 65’s. The M-H 50 was essentially the predecessor of the MF65.

A Massey-Harris 50 was totally based on the American built Ferguson T035 but available with different chassis configurations. This is a high clearance model and evolved to become the MF65.

So, in this 175th anniversary year of Massey Ferguson can I ask that we do a bit more reminiscing of Massey-Harris – the firm that started this long and illustrious heritage. There is much to read about it!

A very rare industrial version of a Massey-Harris General Purpose four wheel drive tractor. It spent its life at the Toronto Maple Leaf lce hockey club.

John Farnworth, published in Journal 101 Summer 2022

The Massey Ferguson 35X Tractor

Following the acquisition of Perkins Engines by Massey Ferguson in the late 1950’s, the Perkins power unit was then specified in the majority of MF products going forward. Use of the Perkins P3 diesel engine in the TE20 tractor provided an insight as to the benefits of an agricultural version of a long stroke three cylinder indirect Development by Perkins on this engine family had resulted in a modern high speed injection system, this having been specified as a factory option for the Yugoslavian market as well as a conversion kit for tractors already in the field.

Development by Perkins on this engine family had resulted in a modern high speed diesel fuel unit of 152.6 cubic inches capacity (2.5 litres). Its 3 cylinder unforget¬table exhaust note quite different to any other diesel engine of similar capacity. Availability of an agricultural specification with a cast iron sump making it particularly appealing for installation in a farm tractor. Thus the change of engine configuration of the world renowned Massey Ferguson 35 tractor, was an easy decision for the engineers and management of MF in the early 1960’s. The MF35 tractor fitted with the Perkins A3.l52 indirect injection diesel engine proved an immediate success. Results from users praising the outstanding performance resulted in long lead times for factory production to keep up with orders. Not only was this engine quite frugal on fuel consumption but was also a good starter in cold weather, provided a decent battery and inlet manifold heater plug were employed.

In mid 1962, the MF35 tractor at 39.6 engine horsepower became available with a differential lock as part of its optional equipment for all markets, powcr could either be by diesel, petrol or TVO (Vaporizing Oil) and both a single or dual clutch transmission could be specified. The demand for a higher horsepower on both the MF65 and 35 tractors resulted in the use of the Perkins AD4.203 engine in the larger model and a search for a suitable power unit for the MF35 tractor. Perkins engines could be specified to suit many customer and application requirements, such as a constant low revving engine for a water pump or generator and a higher revving engine for a commercial vehicle. The installation of the A3.l52 engine in the MF35 provided an excellent power to weight ratio and was proving to be a very reliable unit. MF Engineers seeking to improve performance even more, looked to Perkins for a different version of this popular engine. What evolved was a master stroke, by increasing the high idle (Perkins technical description) from 2000 rpm to 2250 rpm and the low idle (tick¬over) by 50 rpm together with some fuelling changes to the DPA fuel injection pump, the engine was now able to push out 44.5 hp without compromising reliability and a slight increase in torque to 119 Ibs./ft at a lowly 1300 rpm. The Massey Ferguson sales and marketing department needed to maximise visibility to this power increase, so to emphasise the Extra Power, the designa¬tion model numbering was changed to the MF 35X, with the ‘X’ signifying the letter x from the word extra. Benefits to this change were numerous, road speed increased by 2.5 mph in top gear, maximum power at the PTO went up by 4.2 hp from 37.3 to 41.5 proving the famous Ferguson System of minimum power loss at the PTO, with also maintaining the 540 rpm at 1500 rpm engine speed. When launched in the latter part of 1962, MF sales literature of the time boasted that the new engine provided ‘More power for the world’s best selling tractor’, with the newly improved diesel engine featuring a ‘combined direct and indirect fuel injection system for sure starting and clean burning for maximum fuel economy’.

Both the Basic and De Luxe versions were available for all markets, the Basic designation providing a single trans¬mission clutch for both diesel, petrol and v.O. power. The De Luxe specification for a standard width or Vineyard model included a dual clutch, tractormeter and cushion seat. Whilst the differential lock was now standard equipment in the UK, other markets could still specify a tractor without. Noticeably, the PAVT (power adjustable variable track) rear wheel specification now appeared in the list of factory options. It is important to note that only the diesel engine version was badged 35X, petrol and V.O. power maintaining just the MF35 nomenclature (often refurbished non diesel models appear to have the ‘X’ designation decals which is incorrect). Tyre option remained as previously with either crossply 4.00-19 or 6.00-16 fronts and 11.2/10-28 or 12.4/11-28 rears. The majority of MF35X tractors were specified with the larger tyres, export markets having a wider choice of rear tyres to suit their specific ground conditions.

In terms of performance, the MF35X was top of the class for its power to weight ratio, well out in front of all its competitors at 34.23 hp/ton (30.79 hp/tonne). Interestingly the MF65 Mark 11 virtually equalled this figure. Even today this matches and in some cases exceeds the figures produced by modern 200hp tractors. So enhancing the reputation of the 35X model as to its customer high acceptance then and as well as today – as a leading Classic tractor commanding high values in recent sales.

The Multi-Power change on the move transmission was first seen on a limited number of Massey Ferguson 50 tractors made in the North American Detroit factory. Successfully launched on the MF 65 tractor in 1962, it provided an overdrive for every manual gear selection without any break in transmission eliminating wheelspin. Its very low power consumption, using a hydraulic clutch pack, enhanced performance both at the wheels and PTO, making it suitable for lower horsepower tractors. Together with ‘HilI Hold’ in the high Multi-Power ratio and a welcome increase in road speed, it proved very popular as a fairly low cost option to provide 12 forward and 4 reverse gears; driver operation made simply by a dashboard mounted lever. Shortly after the launch of the MF35X, in December 1962 Multi-Power was available as a factory fit and detailed in price lists as a transmission option. It proved very popular and with the increase in PTO powered implements, enhanced field performance by matching forward speed to output.

Subtle changes to specification of the MF35X tractor were made throughout its two year production run since it entered production on 8th November 1962 at Serial Number 302413. Later in 1963, to meet market and legislative changes, the shell type rear safety fender (mudguards) were factory fitted, necessitating a wider foot¬step to meet up with the extended fender. At the same time, the adjustable track front axle bolts were changed to 15/16″ AF from 1 1/16″ AF, suitable tools in the toolbox available to match, also a fan belt finger guard was attached to the dynamo.

Launch of the MF100 Series tractors in 1964 saw the MF35X replaced with the MF135 model, not many changes were made at this horsepower. The latest AD3.l52 direct injection engine was specified alongside the sheet metal of the 100 Series and PTO 540 rpm now running at 1700 rpm engine speed in line with all the 100 Series models. A two lever hydraulic quadrant with Pressure Control was now standard in the UK with Response control moved to the gearbox side cover, otherwise the basics of the MF35X were still utilised. However. as the MFI35 was destined to be the last model introduced on the factory production line. the MF35X continued alongside thc new MFI65 and 175 models. In fact, customers on a long waiting list for the new model were given the option of an MF35X instead at a small discount – thus new MF35X tractors appeared into 1965. For some northern European markets, due to Homologation legislation, the MF35X had a change of PTO constant mess gears such that the 540 PTO speed now came in at 1700 rpm engine speed to match the MF100 Series sold in these countries. This specifically due to the lack of availability of the new MFl35 model.

The Iconic status of the MF35X tractor encompassed the true design concepts of Harry Ferguson, having both simplicity with practicality similar to the TE20 tractor. It followed the FE35 and MF35 models in having a fully opening bonnet to assist easier servicing, the use of one type of oil in both the engine, gearbox, hydraulics and steering box, easily adjustable track settings without the use of special tools and very good access to the drivers ‘sit astride’ seating position where all controls fell easily to hand, making it compatible with a huge amount of implements for high work output. Quality of factory components and paint¬work, together with care in its construction from a dedicated workforce, have stood the test of time, with many examples of the MF35X tractor still at work around the world after 60 years since its introduction.
J Chris Clack, Journal 102 Autumn 2022

Published in Journal No.51, Winter 2005

MF35 Paint Colours ?

Being the Archivist I like to have facts that are correct if I am to pass information on to other members.

I have been doing a MF35 with 23C engine with the serial No.SDM145075, according to my records it is a MK2 version.

When I came to paint this tractor I consulted AGCO colour chart that was issued to dealers earlier this year, and a colour brochure that the archives hold.

I quote from AGCO colour chart

Mudguards – Super Red
Grille surround - Super Red
Bonnet – Super Red
Chassis – Flint Grey Metallic
Grille – Super Red
Wheel Rim – Light Grey
Seat – Silver Mist

On the colour brochure all the tinwork is painted Red with a metallic grey grille and all the chassis and wheels are painted metallic grey.

When I striped this tractor down for painting the whole tractor had been painted more than once, but remains of grey metallic were still visible on the wheels and more importantly under the battery tray was definitely grey metallic.

The question is, who is right about the colour scheme – AGCO colour chart, or colour brochure stating the following:-

DISTINCTIVE STYLING

The distinctive two-tone colour scheme places the Massey-Ferguson 35 in a class on its own. Wheels and chassis are in metallic Flint Grey whilst the sheet metal work is bright Rich Red.

As a footnote I have a colour brochure with a 3 cylinder 35 that appears to be painted metallic grey.

To add to this controversy AGCO state in their colour chart that there is a Mk3 version of the FE35 painted Stoneleigh Grey with Super Red tin work.

The FE35 Mk1 was launched with the Engine Gold & Light Grey colour scheme until serial No.74655. Then designated the MF35 Mk2 with the Super Red & Flint Grey Metallic colours.

My research to date comes to the conclusion that Flint Grey Metallic was used up to the end of production at serial No.166595 in November 1959, with the introduction of the 3 cylinder model, also the first 65s were painted Flint Grey metallic. At what serial number did the Mk3 version painted Super Red & Stoneleigh Grey come in, and what other changers were there? All publicity photos of the 4 cylinder tractor appear to be painted metallic, even the ones rolling of the production line at Banner Lane.

Any information with serial numbers of changes made to these models would be more than welcome, direct to me or the editor for inclusion in the next Journal.

Published in Journal No.60 Winter 2008/09 : John Groves

Massey Reflections 175th Anniversary

Massey 175 Reflections, John Farnworth

In this 175th anniversary year of ‘Massey’ it is perhaps appropriate to indulge in some reflections of this iconic name in farm machinery history. The company which has borne this name was founded in 1847 by Daniel Massey, a descendant son of immigrants from Knutsford in Cheshire, England as a farm machinery workshop in Durham county, Ontario. In the next year his business was to become the Newcastle Foundry and Manufactory in nearby Newcastle village. Daniel Massey rapidly acquired patent rights to manufacture other company’s machines and in 1870 the company was renamed the Massey Manufacturing Company. Initial implement production was focussed on cultivation and hay making equipment, then, in 1878, the first ‘Massey harvester – a Reel Rake Reaper’ was introduced. Grain crop harvesting equipment came to dominate, but not exclusively, and by 1879 a new and vastly larger factory in Toronto had been opened and the Toronto Reaper and Binder company was purchased.

Binders became their strength and competition from others was intense, exports as far off as Russia and Asia Minor were being made. In 1887 a branch office was established in London and agencies set up in Australia and New Zealand where Massey binders were being exported to. A significant competitor was just ‘up the road’ at Brantford in the guise of Alanson Harris. Massey and Harris were in intense competition and exhibiting, selling and demonstrating in Europe. On May 6th 1891 they announced their amalgamation both having evolved similar and complimentary grain and hay harvesting lines of equipment. And so Massey-Harris was formed to become the largest farm machinery manufacturer in the British

M-H acquired the two tractor line of Wallis tractors in 1928. The ‘U’ tractor style lasted until 1938. It was M-H’s first truly successful venture into tractors.

Empire. Ultimately manufacturing facilities were to be established in the USA, UK, Europe, Africa and Australia. Acquisition of other companies enlarged their equipment line such as the Bain Wagon company, the Verity Plough company, Corbin Disc Harrows and the Columbia Bicycle company. In 1892 the Massey family bought a 40% share holding in the LD Sawyer company, manufacturers of steam engines, but were not involved with the company’s management which was renamed as Sawyer Massey. In 1900 M-H exported its first Stripper Harvesters to Australia which were in fact based on Australian designs. After the turn of the century M-H purchased the Kemp Manure Spreader company and started manufacturing Iowa Cream Separators under licence. In 1906 King Charles I of Romania purchased three binders for his estates and in 1908 Massey-Harris was established in the UK as a private company.

In 1910 the M-H No.1 Reaper Thresher was launched and capable of 12-25 acres per day. This was a gargantuan leap forward into what was effectively the start of the combine harvester era for M-H. They had been a major world player in binders and were now on the first steps to dominating the world combine market. By 1911 foreign sales accounted for 60% of M-H’s sales and 68% of profits.

One M-H venture which was not overly successful was its selling of Minnesota made Big Bull tractors in 1915 but this arrangement soon folded. Its second tractor venture was licensed production of USA Parrett style tractors in Canada marketed as the M-H models Nos.1,2 & 3 which lasted from 1918-1921. Their next and this time successful foray into tractor production was when they bought the J.I.Case company of Racine and their highly successful Wallis ‘U frame’ tractors which would see them through to World War II at which point a more conventional design was adopted. Another significant tractor event was the launch of their first M-H design tractor in 1932 being the M-H General Purpose four wheel drive being very innovative for its day. In 1930 M-H amalgamated with the major Australian producer of cultivation and harvesting equipment HV.McKay with its famous and very extensive ‘Sunshine’ range of machinery. In both world wars M-H manufactured a wide range of military equipment and ammunitions. They were major producers of tanks in WWIl.

In 1939 M-H’s first significant combine harvester, the M-H 20, went into production, as the world’s first practical and light-weight mass produced combine harvester. This was soon followed by the smaller, but possibly more relevant for the times, M-H 2] which formed the backbone of the famous war time ‘Harvest Brigade’ of 500 combines which followed the harvest from south to north in America ending in Canada. M-H came to dominate the world’s combine market and from the M-H 21 evolved the iconic M-H 726 made in the UK. M-H factories were established in the UK at Manchester in 1945 and Kilmarnock in 1949 to succeed the original M-H assembly plant at Ashburton Road, Trafford Park, Manchester.

The M-H acquisition of Ferguson was to give M-F an extensive range of tractors, cultivation and harvesting equipment as seen in this early American MF poster.

1953 was a landmark year in Massey history in that they acquired the Ferguson companies which gave them the world’s best seIling tractor and implement line, the ‘Grey’ Ferguson, with its associated advanced engineering and design facilities. The company became known as Massey-Harris-Ferguson with a two line product policy of M-H and Ferguson products. This was abandoned in late 1957 and the company re-named Massey-Ferguson. Like M-H had always done in previous years, M-F went on to acquire major companies for their advanced product lines such as Landini of Italy and Perkins engines of Peterborough, England. By 1962 M-F was operating 26 factories in nine countries, diversifying into industrial and construction equipment and in 1967-68, purchasing the German Hanomag line of heavy equipment in 1974. M-F was very much following Daniel Massey’s approach to business expansion by purchasing appropriate companies.

MF became a victim of this approach when it was acquired by AGCO. By 1997 most of the MF companies had been dissolved and the MF name has become simply a brand mark of AGCO.

In 1997 150th anniversary celebrations were held around the world to commemorate Daniel Massey’s founding of the business in 1847. The biggest was a four day event in Ontario, Canada – the home of Massey. There were other major events at Racine Wisconsin and the Carrington Rally in Lincolnshire where the 175th was also celebrated but in lesser style. The passion for Massey heritage has sadly diminished and fewer and lesser celebrations seem to bc planned to celebrate the Massey 175th in comparison to the 150th. I still have the 100th M-H anniversary poster and large posters that were given out by dealers. However here’s hoping that interest in M-H heritage can be revived to complement and give background to the ever rising interest in Ferguson and MF. It is all one long historical journey worth treasuring from its earliest days. And – you don’t need to collect tractors – the memorabilia and literature relating to the 175 years of Massey history is both interesting and fascinating in their own rights.

John Farnworth, published in Ferguson Club Journal No.103, Winter 2022

Journal 65 Summer 2010

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