Author Archives: Peter

Belfast Plough Model joins Coldridge Collection

Another interesting exhibit joins the Coldridge Collection

Tractors have been a life-long interest of mine. Many years ago, I read the biography of Harry Ferguson by Colin Fraser and this started my fascination with all things Ferguson, particularly the history of his many inventions and developments. For what is he best remembered? His involvement in the early motor industry? His interest in motor racing and the Ards TT? The fact that he was the first person in Ireland to design, build and fly his own aeroplane? The production of a commercial plough, without wheels, designed to be a unit with the tractor? The three-point linkage and that linkage to be an integral part of the tractor? A motor car with his own four-wheel drive transmission and ABS braking? The list goes on and much of this is well documented. However, I discovered that the history of plough development and the three-point linkage was fragmentary. This set me searching. The recent republication, on the Club’s web site, of some of our original articles has thrown up some interesting material, although having spent some time looking into this subject, I feel some of the information is not completely accurate.

Harry’s interest in mechanised farming dates from 1914 when he became the agent for Overtime tractors – using demonstration as a sales technique – and having become expert tractor ploughmen, in 1917 he and Willie Sands were commissioned to perform ploughing demonstrations

throughout Ireland. This highlighted some of the problems with the equipment and led them to develop the Belfast Plough. Harry wanted a small light tractor for this and the prototype Fordson, which was on trial in England at that time seemed ideal, so he designed his plough specifically for it. Unfortunately, this tractor did not become available to him until 1918 and so the original demonstrations were done using the Eros (Model T conversion). Harry and his team continued to improve the design with the Duplex linkage, which was manufactured and sold in America. Power assistance and ultimately the three-point linkage led on to him developing his own Black Tractor.

In this country I do not think there is a collection where one can follow this development through. The most complete is the Ferguson Family Museum, which has the only Belfast Plough I know of in captivity. Unfortunately, they did not have a Duplex plough, when I visited, but what they do have are the various developments of the hydraulics and the three-point linkages with the final Fordson ‘add-on’ version fitted to a Fordson Model F. Now to get back to the subject of this article, my friend, Mike Thorne of the Coldridge Collection has been generously offered, on loan, a working model of the original Belfast Plough. This was constructed in the 1980’s under the eye of well-known Ferguson enthusiast Bill Martin, at that time, lecturer at Greenmount Agricultural and Horticultural College, Antrim who had much to do with the Ferguson section of the Ulster Folk Museum at Cultra. The great advantage of this model is that it is a reasonable size and Mike would be happy to demonstrate its function.

For the Ferguson historian, both of these collections are a must. Neither is open to the general public but both welcome interested individuals or parties by appointment. The Family Museum on the Isle of Wight covers the whole history of Harry Ferguson’s life and work, from early motorcycles to four-wheel drive cars, Mike’s collection, which is very extensive, covers tractors and machinery as well as other transport related memorabilia. Perhaps the recent articles in the Journal may have whetted your appetite? Mike Thorne would love to hear from anyone with a Duplex plough which they would like displayed, as a loan to the Coldridge Collection and I would appreciate any further information on the early development of the plough and threepoint linkage.

Photographs by Dr Mike Oakins e-mail: mike.oakins@gmail.com)
Mike Oakins in collaboration with Mike Thorne,
First published in Ferguson Club Journal No.107 Winter 2023/24

The Allman Speedometer Attachment for TE 20

The Allman Speedometer Attachment for TE 20 Ferguson

Your Editor Tim Hanson asked me recently if I would produce an article that might be of interest to members. Well, after a bit of head scratching I thought why not reproduce a sales brochure relating to this unusual accessory together with some written information.

I first came to learn of the existence of these speedometers from Ian Halstead whilst visiting him and his collection over the last Christmas period.

Ian just said “ Ever seen one of these Mike?” producing this brand new instrument in its bright yellow livery and the odometer still reading 0000.0. I had not but was keen to examine this quality instrument. Then Ian suggested that I might like to take it away so that I could photograph it at my leisure. What a nice gesture, which needless to say, I took up.

Back in Devon I showed it to my friend and neighbour Harold Beer, his immediate comment was “Us has got one of these, but I never knew what it was for. I bought it in with a box of junk finding it is an accessory designed to fit a TE 20 has made my day.”

This speedometer attachment has a lovely feeling of quality about it: not a bit of plastic in sight. The body is made of cast aluminium and is bolted to the steering arm on the near side of the tractor using a longer than normal bolt, which is also used to retain a metal scraper that clears away any mud on the inside wall of the tyre. (No use using this attachment with a buckled front wheel!)The drive is picked up by a 2½ diameter jockey wheel which, by the way, has its own small serrated tyre afixed; to ensure a good and positive drive. The arm that carries this jockey wheel and bearing pivots on the main housing and is spring loaded to maintain positive contact with the inner wall of the front tyre in a rather similar idiom to the principle used on a bicycle dynamo. There is a facility to swing this drive assembly out of contact with the front tyre and the over centre mounting and spring ensures that it stays in whichever position is selected. Drive is taken from the 2¼ diameter tyred jockey wheel through a nice substantial flexible shaft with an outer casing of helically formed brass – good old fashioned stuff. The actual speedometer head was made by Smiths Motor Accessories of London and measures 4” in diameter with a black face and black bezel. The speedometer is calibrated up to 16 mph so there is no chance of it being damaged when fitted to a TE20! The odometer is calibrated in furlongs which, to remind younger members, is one ⅛ of a mile or 220 yards or 171.87 metres. As can be seen from the illustration the head is set at an angle with a limited range of adjustment to enable the tractor driver to view the head and its readings clearly. When these units were produced in the 1950’s they were priced at 12-0-0 or about the same price as the Ferguson Earth Scoop, so it is natural to assume that not too many of these speedometers were sold as most farmers prefer to save cost and make do with guess work. The early model read up to 15mph while the later one read up to 20mph (as per Mike’s photo)

The Turner Ranger Four

Age related reg: UOD 845R
Serial No: 57TR8433
Made: 1975
28hp at 3000rpm

Being a collector of all things Ferguson for a number of years, I jumped at the opportunity to purchase recently a fully equipped Turner Ranger Four (Ex navy). (Coldridge Collection No.87)

Having been told recently by Peter Warr that in fact these machines were designed and developed by Tractor Research Ltd, an offshoot of Harry Ferguson Research Ltd in the early 70’s. It was Calor Gas who commissioned tractor research to design and develop a light multipurpose vehicle that could be made available with a range of specification to suit a range of user requirements. The first 12 vehicles were manufactured by Tower Engineering followed by Turner Engineering of Alcester, Warwickshire. I can well remember visiting the Design Centre, Haymarket, London in 1975 and seeing this machine on display – so I assumed it had won a Design Centre Award as has the J.C.B Sitemaster and Carver Rack Clamp. I have since tried to ratify this, with their archive in Brighton but sadly no information has come to the surface: So to those of you out there; I ask the question, “What do you know about this vehicle?”

For those unfamiliar with this piece of British engineering, let me set down a rough outline.

The concept was to produce an economical, versatile 4-wheel drive vehicle. The concept was realised in the form of using a BL1100cc power unit with integral 4 speed synchromesh gear box, providing drive to BL diff units from a Triumph Herald; to Mini Moulton suspension units giving 4 wheel drive, 4 wheel steering with independent suspension all round.

To complete the versatile specification PTO and Cat.l hydraulic lift was offered as optional equipment front and rear, the same as a BMC Mini tractor. Further optional equipment was available to widen the diversity of applications. A cab with roll over protection twin front seat, gas or petrol fuel. Road lighting and hydraulic PTO.

The machine was aimed at factory and light aircraft users as a tug tractor with basic specification and cab or to municipal users who might take advantage of the front and rear PTO/lift with its ability to drive various type of grass cutters including Turners own frail type. It could be used for grit/salt spreading and weed control spraying etc.

According to Peter Warr about 250 of these machines were made before production ended.

The main point of presenting this short article is to hopefully stir-up interest in this innovative and unusual machine – to find other owners and those who have worked with these vehicles to come forward and contact me. I felt it would be nice to try and establish a register of owners to pool information and knowledge of the Turner Ranger Four.

I look forward to hearing from anyone with experience in this area either by letter or phone.

The BMC Mini Prototype Tractor

The BMC Mini Prototype Tractor 495 EUE

Our Editor Tim Hanson has asked me to write an article on the latest addition to the Coldridge Collection here in Devon. As most readers will be aware, this collection is more or less dedicated to all things Ferguson and this embraces the pioneering work done by Harry Ferguson Research Limited and its subsidiary Tractor Research Limited. HF set up these companies after he sold out his Ferguson design and marketing company to Massey Harris in August 1953, that is 7 years before his death at 75 years in October 1960.

Part of this sell-out agreement was on the understanding that HF would not get involved in tractor development for 5 years, so HF Research concentrated on

4 W D systems, limited slip differentials and prototype cars, hence a later date for the establishment of Tractor Research.

There are some examples of the output of Tractor Research around today.

One example was research to produce a design on behalf of Calor Gas and develop what was to become the Turner Ranger Four and was ultimately manufactured by Turner Engineering of Alcester. About 250 of these unusual 4 x 4’s were produced in the mid 1970’s. Yet another development project taken on by Tractor Research was commissioned by B.M.C. who at the time were responsible for Nuffield tractor production and felt the need for a small compact tractor of about 15 HP to add to their rather limited range. This was in 1960 around about the same time as HF died.

It is perhaps a strange coincidence that as HF reached the latter part of his life he suffered bouts of depression interspersed with periods of great energy and enthusiasm when his old spirit seemed to return. On one of these occasions he was fired up with one of his pet dreams of creating a tractor design of about 15 HP incorporating many of the Ferguson patents. Was it that this dream became a reality, if posthumously, in the form of the BMC Mini?

The design team at Tractor Research was headed up by Alex Senkowski (of LTX fame), Charles Black was Agricultural Advisor whilst the six engineers on the project were Gordon Edwards, Dennis Langton, Frank Inns, Bruce Cosh, Ray Tyrer, Geoff Burton plus a similar number of draughtsman.

The basic concept was to produce a tractor with an under body clearance similar to that of the TE 20 but available in 2 versions i.e. basic with no PTO or hydraulics, and a deluxe version with all the goodies of the day. It so happened that the BMB President had certain features which met these basic criteria so 2 were purchased by Tractor Research and used with modification to test out the basic parameters prior to building prototypes. The earliest dated drawing is 19-5-1961 as far as is known.

At an early stage 10 x 24 and 550 x 15 rear and front tyres were decided upon, as was the spur gear reduction final drives set at the outer ends of the rear axle. Dry disk brakes were incorporated on the high speed axle shafts. Similar to the BMB? For the hydraulic linkage system, the normal Ferguson draught control system was dropped in favour of an earlier Ferguson patent of 1922 that consisted of height adjustable mounting points for the attachment of the forward ends of the lower links. This proved to work fairly well in reasonably consistent soil conditions pulling a 2 furrow Ferguson plough, to which a depth wheel had been fitted (HF would have turned in his grave!) just in case maintaining an even depth became a problem; in practice this was not needed. At this early stage one of the BMP Presidents was fitted with the Count Teramala torque converter to which HF had bought the patents to and which had been used in one of the prototype 4 WD Ferguson cars. The converter performed reasonably well, but as one would expect, fuel consumption was increased by as much as 30% – not a feature that would appeal to farmers! Also a sudden reduction in torque requirement e.g. when the plough was lifted at the headland, caused the tractor to speed up dramatically and could catch a driver unawares with possible dire consequences! The general conclusion was that this sophisticated type of transmission should be dropped in favour of a 3-speed reverse gearbox coupled to a 2-speed high/low range box.

At around this time BMC had been developing an automotive diesel engine of 948 cc under the control of Alex Issigonis, with the intention of it being offered as an option in the Morris 1000 cars and commercials, quite a pioneering concept! This indirect injection engine was of a design by Riccardo with comet heads and was claimed to develop 15 BHP, which by all accounts was 2 HP over optimistic. These early experimental engines, prefixed SPL, had glow plugs in each combustion chamber and one in the induction manifold.

Now, having fully evaluated the modified BMB Presidents, the time came to build four prototypes registered as 495, 496, 497 and 498 EUE. As can be seen from the photographs, 495 EUE is the one that has recently come to the Coldridge Collection, having been first registered on 30 November 1962 with Warwickshire County Council – colour – blue in the name of Tractor Research Limited. The writer first heard of the existence of this tractor back in April 1997 in the afternoon following the Ferguson Club AGM held at the White Hart, Moreton-in-the Marsh. Earlier that day, Ray Fardon, for many years HF Head Gardener at Abbottswood, Stow-in-the-Wold, gave us a very interesting talk on his experiences of working for HF. In the afternoon, the guests had the opportunity of visiting the gardens at Abbottswood in heavy and non stop rain – not the ideal way to view a garden of that calibre. However, I remember talking to Ray with a few other club members sheltering in a building, and saying to Ray, “You know what these chaps are hoping to find here – an oddball Ferguson tractor”.

Ray’s reply was – “the only oddball tractor is in my care” – a BMC prototype that he used regularly to cut the cricket pitch at Bourton-on the-Water. So I arranged to make another visit to the area to take photographs and had the privilege to test drive this unique tractor (unless there are any other survivors out there somewhere). Eventually the Cricket Club decided to sell me the tractor, but I had to undertake to provide them with a tidy replacement. This I duly did in the form of a BMC4-25. Just recently I asked Ray how he found HF as an employer – “He was my friend and I was his friend” – what a lovely comment.

Taking a look at this tractor, we find that a good number of Ferguson patents are incorporated i.e. the adjustable front axle, double drop arm steering box, stepped adjustable rear wheels, cat I3-point linkage, but without draft control.

Now to list the differences that have come to light on this model when compared to the production version. The most noticeable differences must be the hand-fabricated bonnet and rear mudguards followed by the more crudely fabricated radius arms particularly at the yoke ends. Next, the observant viewer would notice the fact that the wheels have an 8 stud fixing to the wheel centre as opposed to the production version with 6. Likewise the wheel centre to wheel rim attachment points are 6 on the prototype and 4 were considered sufficient on production versions. The front wheels of 550 x 16 have a 5 stud fixing whilst the production models only have 4 : cost cutting measures no doubt ! The gearbox arrangement is totally different in that the prototype has only 6 forward and 2 reverse, This was achieved by having a 3 speed and reverse box coupled to a high and low range box with no facility for isolating the starter circuit when in gear. The production version on the other hand had 9 forward and 3 reverse speeds, and the starter motor was controlled by the gear lever closing the circuit in the solenoid wiring thus eliminating the risk of the engine being started whilst in gear. So on the production models we have a gear lever controlling a 3 speed box with a start position and one secondary gear lever controlling 1-2-3 and reverse of the auxiliary box. This in fact provides a shuttle facility when operating in medium and reverse – ideal for loader work. Other smaller details that are apparent: the hydraulic oil tank differs in pipework arrangement to that of production models; wider foot boards are fitted made of wood with aluminium trim. No doubt other minor differences will come to light as time passes.

From these early days in 1960, the BMC Mini tractor was eventually launched in 1965. BMC claimed that 4 years of development work had gone into its evolution, however by 1968 the Mini label had been dropped when it was decided to install a 1.5 litre BMC B series diesel engine that developed 25 BHP – this was designated Nuffield 4-25 and still produce in the orange livery. Near to the close of 1969 the Leyland Blue was applied and hence it became the Leyland 154. Late production of these compact tractors had been transferred to Izmir in Turkey, a company in which Leyland had a 10% share. These were fitted with the upgraded series B diesel engine of 1.8 litres producing 30 BHP at 2500 RPM. They were sold in the UK, painted red and branded Leyland 184. The final evolution of this range must be the Marshall 302 also built in Turkey starting in 1982 and ending in the late 1980s.

So from sketchy beginnings and a bumpy passage through development, time and use, the concept stayed established for approaching 25 years. No doubt if 4 WD had been an option like the Japanese compact tractor manufacturers offered, the story may have been a different one.

It would be interesting to hear from any readers who can add to this story – their observations and comments would be very much appreciated. Likewise, if you would like to visit the Coldridge Collection to view, just call Mike Thorne on 07966 328600.

BMC Mini Prototype ; Year 1962; Serial No. TR503/1 Type TRMK1Diesel 948CC ; Reg 459EUE ; Collection No 93. Developed by Tractor Research, a branch of Harry Ferguson Research for BMC.

Half a Million Fergusons

Front page News from the Farming Reporter of April 1956.
The Same Model Made in Coventry for Nine Years.

Half a million tractors of the same model have been produced by the Standard Motor Company, in their Coventry factory, during the past nine years. Of this total 318,000 have been exported to 117 countries. Together with their, spare parts, and Ferguson designed implements – with which they form a complete farming system – the value of these tractor exports amounts to more than £120,000,000.

Mr Alick Dick, Managing Director of The Standard Motor Company, seated on the half millionth Coventry-produced tractor. On his right is Mr Eric Young, Vice-President and Managing Director of Massey-Harris-Ferguson, Eastern Hemisphere Division.

British farmers have bought 182,000 Ferguson tractors – an average of more than 20,000 a year, which means that there are Ferguson tractors on at least half of all British farms.

The Ferguson system, which caused such a revolution, began in 1920, when Mr Ferguson designed the three-point linkage for attaching implements to the Ferguson tractor. This linkage, combined with hand-lift plough, had automatic depth.

By 1935, Mr Ferguson had perfected his experiments in combining his linkage with hydraulics thus revolutionising agricultural mechanisation and forming the basic pattern to be followed by the majority of tractor manufacturers all over the world.

A year later, the Ferguson System, incorporating the linkage, automatic depth control, hydraulic lift and a range of implements specially designed for the tract01~ which together formed an integral unit, was launched, and the tractors began to be manufactured in a Huddersfield factory.

The Second World War stopped production in Britain and Mr Ferguson went to the United States, where he concluded an agreement for Ferguson tractors to be manufactured in that country.

Under this agreement, more than 300,000 tractors were marketed. Later, an agreement was made with the Standard Motor Company to manufacture the Ferguson tractor in this country. At that time Harry Ferguson, Coventry, was formed.

So Mr Ferguson was able to supply his American dealers with nearly 15,000 British made tractors until his new Detroit factory began production in 1948.

In September, 1953, Harry Ferguson Limited and Massey-Harris Limited, Canada, amalgamated to form Massey-Harris-Ferguson Limited, with the headquarters of the Western Hemisphere division in Toronto, and the Eastern Hemisphere Division in Coventry.

The production of Massey-Harris-Ferguson equipment, including combines, balers, tractors and a complete range of agricultural machinery, now takes place in some forty factories all over the world.

Submitted by Harold Esson Member 1310
Published in Journal No.39 Winter 2001/02

Industrial Tractors in the Coldridge Collection

A look at the industrial Fergusons and Massey Fergusons in the Coldridge Collection along with some of the special industrial equipment and agricultural implements that have found their way into industrial application.

I was spurred into writing this article by Alan Dunderdale’s plea for more material for the next Journal, although I had been considering it for some time. Being a Ferguson and Massey Ferguson enthusiast for many years now, as well as having a business involved in construction, it is this that perhaps pushed me to take a particular interest in the industrial range of tractors and implements. That is not to say I don’t collect and restore agricultural examples of Ferguson tractors and implements, I do, and in the Coldridge Collection we have 30 different examples of tractors alone.

It seems that Harry Ferguson was keen to develop the industrial market because we find in the 1937 sales catalogue a mention of 2 versions of the Ferguson Brown available for industrial application – one with and one without hydraulic 3 point linkage. Having never seen one of these models, I cannot comment of what the differences were, apart from the fact that I think the tyre size on industrial models was increased from 900 x 22 to 900 x 24 (I believe a collection in the North of England has one).

It appears that there were in fact several versions of the 9N produced in America, some fitted with Ferguson hydraulics and others without, like the aircraft tug tractor BN025 fitted with heavy plate steel bumper and integral front fixings and attached rear fenders, again in substantial plate steel. The tractors were made without 3 part linkage and were usually fitted with truck type tyres and a single brake pedal. Another version the BN040 had twin rear wheels and developed 4000lbs draw bar pull, the 25 developed 2500lbs of pull at the drawbar. It is quite possible that additional wheel/ballast was added to the tractors to attain this sort of performance. Latter industrial variants of the 8N were produced, some with V6 petrol engine and some specials which featured the full Mercury V8 engine producing 100HP – so they say! A bit tough on the clutch and transmission that was designed for about 30HP – gentle with the clutch … !

TET20 (Coldridge Collection No.65)

With this sketchy background we come to the first industrial tractor to follow this line in the Coldridge Collection. A TET 20, possibly at one time operated by Surrey County Council. This tractor has been restored and is painted grey to engine and transmission and Massey ferguson yellow to the sheet metal work. It is fitted with lights, horn and a Ferguson tractor meter running off the dynamo pulley.

It is fitted with the usual highway braking system of hydraulic, foot brake operation simultaneously both the rear wheels and a mechanical system for independent brakes and parking handbrake.

As I like to set up the tractors in the collection with an appropriate piece of equipment, this one is often attached to a Ferguson industrial 3 ton tipping trailer. This trailer, unlike the agricultural version, has overrun brakes, mudflaps, reversing overdrive on the braking system, as well as good road springs to the axle and lights. The trailer came from Somerset County Council as a rather rotten salt eaten wreck.

FE35 Industrial with MHF Forklift (Coldridge Collection No.66)

Next in the line up we have a fairly recent restoration project, an FE35 diesel complete with Massey Ferguson forklift attachment and front wheel weight and front weight frame.

I know very little about the working life of this tractor, suffice to say I collected it from a field near High Wycombe, Bucks and was told that it had been used by a local school to pull a gang mower. It just about ran given a full blast of easy start and jump leads from my LandRover FC2B and it had very good front and rear fenders but was missing the hydraulic master cylinder for the brakes and all the gauges were smashed. This tractor certainly has taken some restoring. Total rebuild to the engine and full overhaul of the braking system. Ian Halstead found me the forklift attachment which was a wonderful find, and although the mounting brackets and tilt ram were missing, we were able to fabricate the brackets and our local hydraulic workshop made a ram to exact dimensions of the original. A local friend also remanufactured for me all the brass instruction plates that are fitted to the forklift – a great help. The tractor is fitted with the original electric horn and industrial rear tyres.

MF35 3 cylinder industrial with driver awaiting restoration! (Coldridge Collection No.58)

Next to mention is an MF35 tractor which was purchased about 18 months ago. As you can see from the photograph it is without front axle wheel and radius arms and very rotted tin work. So we have a major restoration project here.

At the time of writing, I have found a nice pair of wide front mudguards and had a pair of rear ones made up. Also been able to find a decent bonnet, radius arms and front axle.

These tractors seem to be pretty rare. I know of one in the Coventry Motor Museum and one owned by a chap in the Midlands. Do any club members know of any others.

This tractor was supplied possibly to St Austell District Council by someone in Parr, Cornwall. As mentioned earlier, I like to fit my tractors with appropriate pieces of equipment and this will be set up with an MHF mid mounted mower 736. This was found for me by Club member Harold Beer. This mower is commonly known as the Dyna Balance left hand mower, being designed and made in Manchester by MF in the 60s for cutting grass, banks, highways and verges.

Bearing in mind the rule of the road – left hand cut for left hand traffic!

The special features of this mower are that it can cut from vertical to 37° below horizontal, has 2 separate rams – one controls the angle of the cutter and the other controls the operation height of the head end of the cutter bar – i.e. so that the tractor can drive along the road and the cutter bar travels above the kerb. The 3rd control is manual and this sets the angle of tilt on the cutter bar and gives a range of 20° again both hydraulic rams were missing but Derek Lane & Co of Exeter came to the rescue and copied both exactly lent to me by Harold.

MF65R minus its front loader and Bristol compressor movement, (Coldridge Collection No.54)

Next in chronological order is a restored MF MKII 65R Type that is one fitted with 4 speed shuttle transmission and Borg & Beck 11 and a half inch torque converter as well as a twin mechanical braking system to comply with UK highway use requirements.

The equipment fitted to this tractor when finally finished off will be 702 Front Loader and on the rear a Bristol Compressor type. The tractor came from a fencing contractor in Hereford and he found it very useful for driving in a post hole borer – the feature of this model is that the PTO drive can be reversed – a hazard for most applications but very useful if the auger gets jammed in a rock – just reverse the drive and it winds itself out!

MF20 obvious! (Coldridge Collection No.79)

The last industrial tractor to feature is a MF20 which was purchased from a local dealer John Lake about 3 years ago. As an ex-army machine with only 1570 hours on the clock and 2600 miles on the odometer (admittedly the drive was broken), being such low hours, very little mechanical work was needed, just a nice paintwork of Massey Ferguson industrial yellow all over – repairs to the twin mechanical braking system, some new oil seals here and there and a complete rewiring to get all the lights and direction indicators, horn and trailer socket functional. No implements fitted to this tractor.

1957 MHF prototype with Ford/Perkins F3 engine (Coldridge Collection No.72)

Simms In-Line Injection Pump on F3 Engine

To round off I would like to mention a prototype MF35 I have just acquired. This was once owned by Massey Ferguson who, in 1958, converted a pair of MHF 35 with 4 cylinder Standard 23 engines that were poor starters (as we all know) and fitted one with a Perkins P3 (TA) and the other Coldridge Collection No. 82 fitted with a Ford/Perkins F3 engine, i.e. the Dexta engine with Simms in-line pump, this was done for evaluation purposes.

The net result of this was the adoption by MF in 1959 of the Perkins A3 152 engine in production MF35. This particular tractor is a cross between agricutural and industrial in that it has been painted yellow, although the engine has an under layer of Fordson Empire Blue and the rear axle housing has an under layer of Stoneleigh Grey (I think). The wheels have always been white and the throttle lever has a serrated quadrant to help hold it in place as do later MF35 industrial tractors. This tractor is at the moment in an unrestored state.

To round off this article I would like to welcome any comments from members on what I have written – yes I may have got it wrong and this is not gospel.

If you would like to visit the Coldridge Collection just give me a ring:-
01363 83418 daytime
01769540233 evenings
and I will be pleased to show you around.

There are about 30 different Ferguson/Massey Ferguson plus about 10 other mostly oddball tractors in the collection. (Correct as at Spring 1999)

The other side of the TET20 (Coldridge Collection No.65)

More recent photographs in the Gallery, scroll down to Coldridge Collection.

50 Years of the Grey Ferguson Tractor

50 Years of the Grey Ferguson Tractor: (Journal 26, Summer 1997)
By Michael Thorne. Member No 809

The Fergusons on display are from the Coldridge Collection, which Mike Thorne started in 1985 with the purchase of a TED 20 tractor. We have a selection of models spanning the development of the Ferguson from 1936 with the production of the Ferguson Brown (Nos.7 & 39 in the collection) through to the French-made 130 tractor (No.73.)

Perhaps before looking at individual models represented here it would be worth while considering what Harry Ferguson was trying to achieve when he began experimenting with the idea of uniting plough to tractor in 1917. His idea was to produce a light tractor that could perform as well as if not better than the heavy tractors of the time. It would be cheap to produce and economical on fuel, and replace the horse as a power source on the farm, thereby releasing land used for horse fodder production for the production of food for mankind. Harry Ferguson was a pacifist and a philanthropist as well as a perfectionist, hence the survival of so many of his tractors to this day. They were very well designed and produced to exacting standards far in advance of any others of the time.

The Ferguson system utilises the suction or draft of the mounted implement to pull the rear driving wheels of the tractor into contact with the ground, whereas other tractors of the time utilised their heavy built-in weight to achieve this to some degree.

Also built into his system was an overload protection feature which lifted the rear driving wheels clear of the ground allowing them to spin if the implement struck a solid obstruction. Other tractors not having this feature would rear up and overturn backwards: many tractor drivers have been killed or seriously injured in accidents of this type. Ferguson issued dealers with a working model to demonstrate this feature and we have one of these in the Coldridge Collection.

It is interesting to note that virtually all agricultural tractors produced world wide today utilise the Ferguson system though it is often in a modified form, i.e. electronic circuitry replacing mechanical linkages.

Coldridge No. 28: Ferguson TE20 Continental Engine, 1947: 38 DUX 185: S/N TE 5148

In the line up of Grey Fergusons TE 20’s (Tractor England) the earliest here is the TE 20, from 1947 (Coldridge Collection No.38.): note the set in the exhaust pipe and the stays on the engine sump, features of the Continental engine installed in this tractor.

Coldridge No. 67: TE20 Perkins P3 engine & Epicyclic Reduction box, 1947, CFX 408 S/N TE 2632

Next we have a 1947 TE 20 (Coldridge Collection No.67.), fitted with a Perkins P3 engine conversion delivering 34 HP; it is also fitted with a Ferguson Epicyclic Reduction gear box which also gives live PTO in the low range.

Coldridge No. 4, Ferguson TEA 20, Fitted Handy Loader, 1948, KTT 82, TEA 57082

This is followed by a TE-A 20, (Coldridge Collection No 4), fitted with a Standard petrol engine: the Classic Grey Fergie.

Coldridge No. 64: TEE20 Narrow ‘Vineyard’ version, 1951, Not reg’d, S/N TEE 172038

Next in the line up we have TE-E 20. (Coldridge Collection No 64.) which is the narrow version intended for orchards and market gardens. This tractor is on its original tyres. Note the hub caps on the front wheels, a feature found on this model.

Coldridge No. 61: Ferguson TEL20, Narrow Industrial Model, 9 Hole Drawbar, Howard Reduction Box, 1953, RYC 244 S/N. TE

Standing next in line is a TE-L 20, (Coldridge Collection No.61.), industrial model with matching industrial 3 ton trailer.

The last TE 20 tractor came off the production line at Banner Lane Coventry in 1956 after a production of over half a million tractors, 517651 in fact.

Other tractors on display on the one hand represent the progressive development to the emergence of the TE 20 range whilst at the other end of the spectrum we have representatives of these models produced after Harry Ferguson sold out to Massey Harris, to become known as Massey Harris Ferguson, MHF in 1954, and later in 1958 Massey Ferguson, MF as we know it today. It has production facilities world wide and a range of equipment from small garden tractors through to heavy earth moving plant.

To cover the lead into the TE 20 we have a Ferguson Brown, (Coldridge Collection No.39), on rubber tyres. This early example is fitted with a Coventry Climax Engine. After the first 500 units were produced the engines were changed to David Brown and production ended in 1938 with some 1300 tractors made.

Coldridge No. 24: Ford 9N, 1943, Not Registered, S/N Not known.

Next to be developed, this time in America was the Ford with Ferguson system. The example here is a 9NAN, (Coldridge Collection No.24), probably imported into the UK in 1943 to help with the production of food during World War 11. This tractor came from Fred Baulch of North Tawton.

After production of the TE 20 ceased MHF went on to produce a slightly larger and more powerful tractor with a wider range of gears and both draft and position control on the hydraulic system. This was designated the FE 35 range (Ferguson England): on display we have FE 35 TVO, (Coldridge Collection No.49), on its original rear tyres and fitted with a mid mounted mower.

An FE 35 Diesel, (Coldridge Collection No.16), is my working tractor often used to drive standby generator. In the Coldridge Collection we have other examples of the FE 35 including a Vineyard and Industrial but these are not on display and are awaiting restoration.

The next development occurred in 1958 when MF acquired F Perkins Engines of Peterborough and therefore made the obvious decision of installing Perkins diesel engines in their range of tractors.

The earliest representative of this on show is the MF 35 X Vineyard Model, (Coldridge Collection No. 48).

Around this time there was pressure on MF sales staff to be able to offer a heavier and more powerful tractor to compete with Fordson, Nuffield and David Brown.

In 1952 – 56 a series of 6 prototypes were built with this in mind. Harry Ferguson was not too keen on this idea because he believed in a small light tractor. After evaluation of these LTX prototypes it was decided to go into production in 1958 with the 65 model. These featured a compromise, a large 4 Cylinder Perkins Diesel Engine, and the MF 35 transmission, but fitted with epicyclic reduction hubs in the rear axle and large rear wheels to compensate. The front end came from America as did styling of the body work and its tooling.

Thus MF were able to offer an economically priced 50HP tractor to the British farmer and industrial use. This range is represented here by Coldridge Collection No.54, a late industrial model. We have also an early agricultural model in the collection but at present it is in bits awaiting restoration.

Just to round off the display are a couple of French made tractors, a MF-825, (Coldridge Collection No. 40), and a MF 130, (Coldridge Collection No.73).

Coldrige No 70: Standard Motor Company Prototype, 1958, 23C Diesel Engine, with Pick Up Hitch, 1971, Not Reg’d. S/N EXP1

Also featured in the line up is the Standard Motor Co. prototype tractor, (Coldridge Collection No.70) from 1958 when the Standard Co. attempted to break into the tractor market. Two of these were produced and worked hard on farms in the Midlands. Eventually I purchased the one and half that remained, rebuilt the tractor on show and scrapped the remaining parts, so this is a unique tractor. Standard also produced 2 more prototypes before giving up the idea.

For those interested the Coldridge Collection is always available to view by prior appointment with Mike Thorne, just phone 01363 83600 and I’ll be happy to show you around. Not only do we have a wide range of Ferguson tractors, but also a lot of matching implements, and quite a range of other common and unusual tractors.

Details correct when published in Journal No. 26 Summer 1997. Line-up of Coldridge tractors may have changed in the meantime.

The Standard Motor Company Prototype Tractor

The Story of The Standard Motor Company Prototype Tractor

Having been asked by John Cousins to write an article about the Standard Motor Co. Prototype Tractor, (No 70 in the Coldridge Collection), I should mention that this idea was triggered off by Lawrence Jameson passing to John, two or three photographs I had casually sent to Lawrence about 15 months ago.

I bought the tractor in February 1994 from David Lockhart who had shown me photographs of it at The Ferguson Club A.G.M. of 1993. In fact he sold me one and a half tractors, the other being the remaining half of a pair of prototypes that were produced in 1958 by Standard. Also in with the deal were some photographs David had obtained from the archives of The British Motor Industry Heritage Trust. These show this tractor undergoing trials both ploughing and forage harvesting. There are others in the set showing various mock-ups that were produced by the Styling Department at Standards.

The background information that I have been able to glean from various sources, indicate that the concept to produce a pair of prototype tractors in 1958, stems from the fact that earlier, Harry Ferguson had decided to sell out to Massey Harris. The deal also included the Banner Lane production facility owned by Standard Motor Co. However, it seems that Standard retained the production plant for their 23C diesel engine at Cranley Lane. Massey Harris Ferguson were showing interest in purchasing F. Perkin of Peterborough, so it must have been obvious to the production planners at Standard that their 23C engine would be phased out in Massey Ferguson tractors, i.e. 35 range and replaced by a Perkins unit and we all know that this is what happened. So they embarked on the obvious expedient of on the one hand, trying to sell their 23C engine to other motor vehicle manufacturers, especially Allis Chalmers for their ED40 tractor. Also, I believe they were installed in an ungoverned form in very many London Taxis and also they were installed in their own Triumph Atlas Van. I understand also they were fitted in the Jen Tug – a small arctic tractor similar in concept to the Scammell Iron Horse which for a while were equipped with this engine.

To outline some of the features of this tractor; The bonnet is obviously derived from Ferguson stock, but it is interesting to note that the slats of the grill number 21 and are welded in place, the 22 clip in slats that make up the normal T20 grill. The 23C engine has heater plugs in each cylinder unlike most 35’s fitted with this engine, although Massey Harris Ferguson did offer this option on tractors sold in cold climate. The clutch is two stage, similar to normal MHF35 design but the parts are not exactly interchangeable. The gear box is four speed and reverses with a Hi and Low selection all on the same lever. There is a start position with switch to ensure that the starter solenoid cannot operate with a gear selected.

Hydraulics offer both draft and position control, again operated with one level; selection of mode being determined by which quadrant the lever moves in – a nifty idea. There are various tappings for external service selected by their own valves. The rear axle is like the gear box, very over engineered and is similar in layout to the MF35 but is 11” wide between the axle trumpets whereas the MF65 is 9”.

The brakes are dry discs again, similar to MF65 but not exactly the same. The PTO is of two speed design but only live in slow speed, an interesting combination. The steering system is an interesting one and, I speculate, designed to get around HF patents in that it does not have a double drop arms but it does have twin steering rods as per TE20 & 35. The solution to this situation was achieved by Standard’s Engineers by using a Ford steering box, with single drop arm to articulate a lever that passes through a gap in the transmission housing, being centrally pivoted and joined first to the drag link by a very short rod. The horizontal lever also connects to the steering rods and henceforth, it is essentially Ferguson as is the front axle beam, but with repositioned radius arm fixing points. In the rear axle casing marked Stanpart 00003 and carrying the Bean Logo, (Bean cars having been taken over by Standard Motor Co. long ago but they continued producing castings for Standard). There is provision for a linkage system to operate a dif lock but in the crown wheel assembly, no facility for this exists, obviously they were planning ahead! The mudguards and foot rests are directly from a Ford Dexta. The seat is MHF35. Tyre size; 11-28 Rear, 600x 16 Front.

After this pair of prototypes were produced, Standard went on to produce two, possibly 3, which were totally different apart from utilising the 23C engine and having the same tyre sizes. These featured a forward and reverse shuttle, a conventional steering layout and more stylish bodywork, one is owned by Robert Crawford.

The story goes that the first two prototypes were sold by Standard Motor Co. to a scrap dealer in the Midlands, but on the way back to his yard, he sold them to a factory in Wolverhampton. At a later date, these two tractors were sold to a Farmer Dickson in Shropshire who had the tractors in use for twelve years and laid up for three years. They obviously worked very hard, for the engine of the remaining tractor was not only very worn, but had a broken crank case before it was restored in the Winter / Spring of 1995. It should be noted that the gear box showed very little sign of wear, a credit to the design of the Standard Engineers.

The information I have set out is to the best of my understanding and I stand to be corrected and enlightened further. Anyone interested in viewing this tractor and having a drive, has only to make an appointment. Please feel free to contact me on 07966 328600. I have about 5 Ferguson, 40 early MFs plus a few odd ball tractors, 6 owed by AGCO from their Banner Lane collection as well 2 MF Tractors owned by the Fuller family fitted with 4 WD conversions.

Original photographs from Club Journal No.24 1996.

Six Tractors owned by AGCO

The Story of Six Tractors owned by AGCO on loan to The Coldridge Collection Mike Thorne

Our Editor, Tim Hanson, asked me recently if I could contribute an article for the Journal. My immediate reaction was ‘yes’ but I didn’t know what to write about. So I left it for as couple of days when I happened to be in conversation with John Selley and I mentioned it to him. In a flash John’s retort was ‘well what about describing the six tractors you have on display at Coldridge and on loan from AGCO?’ So thanks to John’s idea this is what follows.

To set the scene: Production of tractors at Banner Lane finished on Christmas Eve 2002. AGCO had to find new locations for their collection of display tractors. On 24th August2006 MF published a Press Release setting out the chosen sites. This document was produced by a small team of senior staff including Paul Lay (Manager Public Communications) and Jeremy Burgess (Director Licensees).

The sites chose were as follows:
Beauvais Visitor Centre.
Ferguson Model A No.1, Ford Ferguson NAN, Ferguson TE-A 20 Sue from the South Pole Expedition, Ferguson FE 35 No.1, MF 168, and MF 590 4WD.

Coventry Transport Museum.
Ferguson TE-F 20 No.500,000, a MF 65 Mk.1, and MF 4345, the last tractor ever built at Banner Lane and signed by all the people who had assembled it.

A couple of weeks prior to this Press Release I had a phone call from Jeremy Burgess asking if I would be happy to have the remaining five standing at Coldridge plus a couple of implements.

I quickly agreed to this request, on a renewable five year contract. The only condition that I had to abide by was that they would be kept in a locked and alarmed building wired to a control centre. As this was already in place there were no further issues. AGCO would insure them.

I will deal here with each ill chronological order starting with a Ferguson TEF Serial No.487570 and judging by the state of the tyres and the oil leak it has done quite a lot of work. It has 14″ wide red painted lines on the major parts. The description plate states that ‘This is a standard tractor and was used as a reference unit when monitoring production quality at Banner Lane’. My guess is that it was just a bit of nonsense to impress visitors on tour of the factory! Anyway I have it on display with my Ferguson Potato Planter with fertilizer attachment P-PEH. 20 Serial No.2870.

The next tractor is a Massey Harris Pony, 1957, fitted with a Simca petrol engine. I was told that this tractor just turned up on a lorry from Sweden that had come to collect a load of new MF tractors. No one seems to know why it was sent or by whom. It did leave Coldridge once for about six weeks to be used on a film set and was then safely returned. It has a two point hydraulic lift at the rear and a mechanical hand lever to operate the centre lift designed for use with mid mounted implements. It also has a rear PTO and belt pulley.

The third tractor is a MF 35X No.SNMYW 355101 and is fitted with a dual clutch, diff lock, Multi-Power and PAVT rear wheels. The tractormeter is showing 278 hours but looking at the tyres I’m sure it has done a lot more. As a point of interest it was used by Universal Hobbies as the basis for the production of their 1/16 scale model complete with the PAVT wheels!

The fourth tractor is a most original 1977 MF135 Serial No.473009, registration number TRW 306R. It is fitted with a Quick Detach cab and is only showing 250 hours which could be correct as it is in superb condition. Being a later model the Quick Detach cab is heavily sound insulated to meet EU regulations to ensure a sound level of less than 90 decibels at the driver’s cars. The top half of the cab could he unbolted and lifted off using the two lugs provided. MF claimed this operation could be done in 10 minutes having first unplugged the electric windscreen wiper!

A brief specification. Its a Perkins diesel engine A3-152, capacity 152 cu.ins (2500cc), power output 45.5hp at 2500rpm, gearbox, six forward two reverse. Cat I 3 point linkage with draft position and pressure control. Tyre size front 600 x16, rear II x 28, Wheelbase 72″ (1829mm).

The fifth tractor is the famous Nipper, a very specialist pulling tractor based on a MF265. It is the subject of a separate write up as is the article on the sixth tractor, ‘The Last Prototype Tractor made at Banner Lane‘.

Published in Journal No. 97 Spring 2021

The Nipper

The fifth tractor is the famous Nipper, a Pulling tractor based on a MF265 with a Perkins diesel engine of 3800ccs with a power output of 60hp at 2000rpm. It should be noted that this project was put together by a small team of MF engineers as ‘an after work’ project. They were headed up by David Parnell, who was at the time, a Test Engineer. Others were Tim Turner, driver, Bill Randle, Paul Herbert, John Mills, Steve lveson, Dick Humphries and Ron Shirley. The base tractor was donated by Ron Gibbons, a tractor dealer. Other specialist parts donated:- cerametalic clutch by GKN Laycock, the three turbochargers by Garrett Ai Research, special cylinder head gaskets by Cooper Payen, a special aluminium front axle support bracket by DuPont Harper Castings but is now cast steel, Newbow Engineering snpplied the special shaping tool for the lugs of the rear 30.5 x 32 Firestone Pulling tyres, Gates Hydraulics supplied stainless hydraulic hose and spun aluminium rear wheels which, alas, are no longer fitted.

One of the normally three compression rings was removed and the internal expander ring and the oil control was removed to reduce friction and to create heavy oiling. The engine breather pipe was enlarged and leads to an oil catchment tank, hence heavy oil consumption of about 1 pint per 100 yards! The crankshaft was balanced, the connecting rods were shot peened to relieve internal stress and then matched for equal weight. The main and big end bearing shells were replaced by bronze but with slightly more clearance than standard, again to foster good lubrication under heavy loads. Twin CAV rotary injector pumps were installed, originally the intention was to provide sequential fuel injection. David told me they reverted to synchronising the injection of both pumps. Three Garrett Air Research turbo chargers have been fitted giving a boost pressure of 120psi, no waste gates are fitted. The first and smallest diameter unit, but highest pressure, is driven directly off the exhaust manifold. Its exhaust is fed into the second and slightly larger diameter turbo with its exhaust fed into the third, lowest pressure unit. All three are oil pressure fed. The starter and alternator are standard units.

As no official dynamometer figures are available I can only quote from the Autocar road test report which gives estimated values of 450/500hhp at 4500rpm, although the MF descriptive plate that came with Nipper claims 1000bhp at 5000rpm. With a standard MF265 in top gear and with Multi-Power in high ratio, this would give 13.9mph per 1000rpm.

In the Nipper’s ease, at 4500rpm this would equate to 59.35mph or, if you considered MF’s claim of a maximum engine speed of 5000rpm, would be 65.9mph. Autocar achieved a top speed of 65mph with their observer sitting on the rear transmission towing a fifth wheel speedometer!

There were a few other modifications:power steering was deleted, a second stop control for the engine was installed which was connected to the towing sledge by a light breakaway cable. This was to ensure that should the connection between the tractor and the sledge occur Nipper’s engine would shut down. Bonnet panels and some other parts were made from aluminium. An electric fan was fitted to a relatively small radiator. The fuel tank was hand made but with only a capacity for 18 litres. The fuel was diesel with 10% lanolin. Autocar reported a fuel consumption of 2mpg at 30 mph and just lmpg at 60mph. In its day the Nipper was a European Champion in the Super Stock Class in 1980 and British Super Stock in 1981.

When the Nipper anived at Coldridge, luckily for me the original rear wheels had been replaced by smaller 12.4/11 x 32 which reduced its width from 107″ (2718mm) to just under 96″ (2438mm) which made more manageable.

On one occasion we – David Parnell, Bill Randle, my friend Robin Haughton, myself and 2 or 3 other MF employees fired the Nipper up. I have a memory of one of the group with a can of Easy Start in each hand spraying into the air intake whilst the engine was being cranked over. After a bit it fired up but the black smoke from its 5″ (l25mm) stainless steel exhaust was disgusting! David would not allow them to bring it up to full revs because he had noticed a broken rear cylinder head bolt so we shut it down and man handled it back into the Hexagonal Shed.