Marketing of the Ferguson-Brown/’A’, David Markham

The following article has been reproduced from The Ferguson Club Journal, volume 4. No.1, 1990.

1935 was the year in which Harry Ferguson and David Brown reached agreement to manufacture and market the first Ferguson System tractor. The Model ‘A’. Two companies were formed, one with responsibility for engineering and marketing, Harry Ferguson Ltd., the other, David Brown Tractors Ltd., (a subsidiary of David Brown and Sons) with responsibility for the manufacturing side.

Because the new tractor was so revolutionary, and so small, it was vital to convince both farmers and dealers that the System worked and could be of benefit to them. Ferguson therefore embarked on an extensive marketing campaign. This took a variety of forms.

The first public outing for the Ferguson ‘A’ in England took place on Dormington Court Farm near Hereford in May 1936. Here the tractor is performing the classic Ferguson demonstration of tilling a small fenced compound. Not the hop yards at the rear. Does anyone know which field this was in and anyone who was there? Copyright photo courtesy, Institute of Ag. History and Museum of Rural Life, Reading University

Demonstrations
The first public demonstration took place near Hereford at Dormington Court Farm in May, 1936, when Ferguson described his new tractor as being “a revolution in tractor designing”. Other demonstrations followed in Ulster, Eire and Derbyshire. One of the Ulster demonstrations led to the first tractor being sold, No.12 off the production line. This was bought in June, 1936, by Mr R.D. Chambers of Tullynaskeagh, Down-patrick, County Down, on whose farm the demonstration had taken place. Coincidentally, Mr Chamber’s son, John, was a member of Ferguson’s design team!

The new tractor, known simply as ‘the Ferguson’, attracted considerable interest wherever it was shown. The demonstrations were arranged with Ferguson’s usual concern for detail and flair from showmanship (plug leads were taken off and planks thrown under the tractor wheels when ploughing). A common feature of the demonstrations was the cultivation of a roped-off enclosure measuring 6 yards by 4 yards in order to show that every square foot of land could be tilled. This was possible because the unit principle design enabled the tractor and implement to be reversed like a car, making it possible to cultivate the whole of such a small plot without even leaving a wheel mark. The farmer’s response was excellent, and the little tractor proved to onlookers the advantages of the Ferguson System by out-performing heavier, more ¬powerful rivals, especially in difficult conditions. This was the case at a
demonstration at the Rowett Research Institute in Aberdeen; the Institute subsequently placed an order.

On the left – 16cwt and 20hp. On the right 34cwt and 20hp (manufacturers rating).
Little wonder many did not believe!

One aspect of the marketing programme was that Harry Ferguson realised the value of giving demonstrations to well-known personalities in return for the publicity that could be obtained for his machinery. Ferguson himself took charge of these imp0l1ant demonstrations. Demonstrations were given to Lloyd George on his estate at Churt, near Haslemere, Surrey, and to the author, Henry Williamson, on his farm at Stiffkey on the North Norfolk coast. The latter wrote frequently about his tractor in his books (such as ‘The Story of a Norfolk Farm’ and ‘Lucifer before Sunrise’), and his countryside articles for the Daily Express. Despite this publicity, and the fact that ‘free demonstrations without obligation’ were offered, sales were slow.

From late 1938, in an effort to improve sales, some considerable effort was put into building up an export business. Export enquiries were invited, and during 1938 demonstrations took place in Norway which was believed to be a promising market, because in many ways it was ideal terrain for the Model’ A’. Small, very steep fields with many obstructions made it seem uniquely suitable for what the Ferguson System had to offer.

John Chambers on an ‘A’ making a good job of an opening ridge or ‘cop’. Demonstrations like this one in Norway on April 8th 1938 never failed to attract great interest and many, intending to scoff; came away convinced that they had seen the future.

 

Agricultural Shows
Like other manufacturers, Ferguson realised that agricultural shows provided a valuable opportunity to attract buyers. An early consignment was sent to the 1936 Balmoral Show in Northern Ireland. Ferguson Farm Machinery was subsequently exhibited throughout England, Scotland and Wales at all the main shows (the Royal; Smithfield; Highland; Peterborough; Great Yorkshire).

At these shows a number of Medals were awarded to Ferguson-Brown Ltd. for their power farming machinery, and this of course was ideal publicity. In 1938 a gold medal was won at the Isle of Man Show and silver medals at both the Highland Show in Dumfries, and the Peterborough Show.

The Press
Ferguson’s marketing company spent liberally on promotion and advertising. Advertisements aimed at both farmers and dealers were regularly placed in Implement and Machinery Review, Fanner’s Weekly, and Farmer and Stockbreeder, with slogans such as ‘Handsome profits at last’, ‘Monopoly for the distributor’, and ‘It’s easy with the unit principle’. It was stressed that the machinery was all British. Much use was also made of testimonials from satisfied owners, and these appeared both in advertisements and ‘Contact’, the David Brown in-house magazine. A great deal of descriptive literature was produced and made freely available. The main object of the literature was to show that all farm work, whatever the size of the farm, could be carried out by one or more Fergusons as their versatility enabled them to entirely supersede horses.

Ferguson also placed exaggerated claims with the farming press such as ‘extensive demands for Ferguson machinery are being made’. He informed Implement and Machinery Review in May, 1936, that “over a thousand have already been sold”. Consignment photos showing train and shiploads of tractors and implements were sent in to the press. These gave the impression that the tractors and their equipment were selling welI. In truth the machinery was slow to selI, and stocks of unsold tractors were beginning to accumulate. When the inevitable amalgamation of the manufacturing and sales companies took place in June, 1937, it was described in the press an being “a result of the immediate success of the Ferguson hydraulic farm machinery, coupled with the difficulty of meeting demand”.

The training school
In order to encourage sales, and to overcome sales resistance, a special, fully equipped training school was set up by Ferguson at the Huddersfield works in 1936. This was run by Bob Annat, a local farmer’s son. The aim was to improve the standards of servicing, and operation of the tractor, to ensure that their performance was up to scratch. Two week courses were arranged free of charge for. farmers, operators and dealers to learn how to handle, operate and maintain the equipment. Originally the site covered just one acre, but this was eventually enlarged to a 50 acre experimental farm.

From late 1939 onwards, a special effort was made to make known the facilities and the school was widely advertised. Over 400 benefited from the instruction during 1938 alone.

The idea of the training school later became an important part of Massey-Ferguson’s thinking with the present school being set up at Stoneleigh, Warwickshire, in the 1940s.

After-sales service
Every tractor was sold with a six month warranty, covering all defects except those relating to tyres (supplied by Dunlop), and electrical equipment (supplied by British Thomson-Houston). A record card was then kept on every tractor sold. Any problems were noted with urgent service needs receiving the promptest attention. Even if there had been no problems with the equipment, this was still noted on the record card.

In order to give speedy and economic service as welI as demonstrations to their customers (both farmer and trade), Ferguson-Brown Ltd. fitted out a number of Austin 10 vans to serve both these purposes. These were fully equipped inside and even included a whole engine which could be pulIed to the back of the van for inspection.

In spite of the determined marketing efforts, and the superiority of the design, demand for the Model ‘A’ developed slowly. This was partly because many farmers remained doubtful of the virtues of such an unconventional, small tractor, and partly because of the cost of changing to the Ferguson System. The new tractor cost £224, almost twice the price of a Fordson, and to buy a Ferguson meant additional expense for the special implements required (at £26 each) whereas a Fordson would probably suit the existing equipment on the farm (it was possible however to buy the tractor on hire purchase, the first payment being £69, with the balance being paid over 12, 18, or 24 months). A major factor why the market was slow to respond was the mid-thirties was an unfavourable period for the economy, and agriculture in particular.

Harry Ferguson and David Brown could not agree on a solution, and decided to go their own separate ways, Ferguson to join forces with Ford in America, Brown to produce his own tractor. Brown agreed to honour all Ferguson-Brown Ltd. engagements in the way of after-sales service, and David Brown Tractors Ltd. were given a license to selI the remaining tractors in stock.

The partnership ended in January 1939, after only 1350 had been bui1t (compared to some 43,000 Fordsons over the same period). In strictly commercial terms the first Ferguson production tractor had achieved little success, but it did sell welI in parts of Scandinavia, Scotland and the Channel Isles, where its special advantages were most useful. Its importance, however, was twofold: firstly, it has gone down in history as the first production tractor in the world to incorporate 3 point linkage, and hydraulic lift with draft control system; secondly, it put David Brown Tractors Ltd. on the road to becoming a major British manufacturer for agricultural machinery, although they now sadly have become part of the Case-International conglomerate.

One of the last ‘A’s, No.1259, owned by the Ferguson Club’s Executive Officer, at a farm sale in Worcestershire, September 1988. Note the original drawbar stays and original 9¬22 Dunlop rear tyres. This tractor has a very detailed history and will be the subject of a future article in the Ferguson Journal. Photograph by George Field

Originall published in Vol. 4. No.1, 1990, Reprinted in Club Journal No.56 Summer 2007

Footnote: The author asks in the first image caption, ‘Does anyone know which field this was in and anyone who was there?”  There was a reply in the following Journal, issue 57, Winter 2007/2008:

“Re: the question in Journal No.56, ‘does anybody know the demonstration field in which the first public outing in England of the Ferguson ‘A’ took place’? Yes! I, Ian Ferguson, with the owner’s permission, stood in the exact spot. That information was known to me when it was first published in The Ferguson Club Journal, volume 4. No.1, 1990. Having joined the Ferguson Club in 1987 I thought it my duty to make some enquires, which I did at Hereford library where – upon a small inclusion appeared in a 1936 copy of the Hereford Times which read, a meal was held in the Boothhal! auspice of Imperial Motor Co. for some 40-50 influential farmers, where Harry Ferguson gave a speech before proceeding about five miles east of Hereford on the A348 to the demonstration field at Dormington Court, where about 400 people attended. During my enquires by chance I spoke with one of the three boys in the photograph, he remembered the event hut couldn’t remember where. The man with his hand on the post to the left of Harry Fergusons hat, I believe is a Mr Tom Bradstock who farmed with his father at Freetown, which is about three miles east of Dormington Court, well respected breeder of Hereford cattle, still going strong today. This area was good for growing hops and rearing cattle.”

Ferguson Brown Orchard (1938): Richard Bennie

The story starts back in 2010 when my son Douglas, at that point a young lad came running across Campsie Showfield telling me he had been talking to a man whose father had a Ferguson Brown Orchard. I myself had never seen or heard of a Ferguson Brown Orchard and dismissed him telling him there was no such thing.

As often happens in these situations we then bumped into ‘the man’ at various sales and shows across the country and which developed a friendship with him and his father, Doug McNicol over the weeks and months that followed.

Over a number of conversations with them it transpired that they did in fact possess a Ferguson Brown Orchard and which they had bought in the mid-eighties in Yorkshire and brought home to Scotland where it had been out to a small number of shows in the early years of ownership and then stored away in a shed until we secured it in 2015.

At a visit to Doug McNicols home in Perthshire to see his collection we peered into the shed and couldn’t see a Ferguson Brown however after clambering over a number of larger tractors which were all packed in “wheel to wheel” there she was sitting there gathering dust. A few photographs and some further research verified that it was indeed a rare Ferguson Brown Orchard with its tell-tale tubular wishbone front axle set back to provide a tighter turning circle.

Looking down on the Ferguson Brown Orchard’s wishbone tubular front axle

The Ferguson Brown Orchard on display at the Yorkshire Farming museum. Stuart Gibbard

With regard to the tractor itself Mr McNicol had been coming home from a holiday down South with his caravan in the mid-eighties just at the point the Yorkshire Farm Museum was getting established and called in for a look around. There was a Ferguson Brown on display inside the museum at the time which caught Mr McNicols attention and he was looking over it when his young daughter came running into the museum shouting “dad, dad there’s another tractor outside”. Mr McNico] took himse]f outside and saw what was another Ferguson Brown then realising a]most instantly it was something a bit different. It was a Ferguson Brown Orchard model. He promptly made some enquiries at the Museum and discovered that the 2nd tractor was owned by RV Rogers Nursery in Pickering who had bought it new in 1938 from Kay & Backhouse in York with it having worked in the nursery all its life before being loaned to the Museum in the mid-eighties.

The Ferguson Brown Orchard as found in Doug McNicols Perthshire collection.

Doug then extended his holiday by two days and took himself off to R.V. Rogers Nursery where he managed to persuade the family to sell him the tractor. The story told being that having successfully bought the tractor he immediately drove back home to Scotland with his caravan. unhitched it, hitched on his trailer and promptly drove back to Yorkshire to collect it in case they changed their mind.

 R.Y. Rogers Nursery’s at that time by a strange coincidence bought berry canes from a farm not too far from the McNicols home and the deal that was struck for the tractor involved a trailer load of berry canes going south to Yorkshire, there won’t be many Ferguson Browns that have been bought with a load of berry canes!!

My son Douglas and I had asked Doug that if he was ever selling the tractor to give us a shout never thinking it would be sold however we subsequently got a surprise call in November 2015 to say his daughter who first saw the tractor back in the mid-eighties was looking to raise money for a house deposit and given that she had ‘spotted it first’ Doug had decided to sell it in order to assist her.

The deal was done, not with berry canes, I might add, and my son and I collected the tractor in December 2015 complete with its Ferguson Brown 2 furrow plough.

The tractor itself is a 1938 Ferguson Brown Orchard, Yorkshire registration number BAJ 960 and serial No.1141. It is a straight petrol, all Ferguson Browns having the two tanks whether petrol or petrol / paraffin the distinguishing feature being the water temperature gauge on the petrol/paraffins. The tractor has a deep sump David Brown engine found in models beyond Serial No.500 or thereby, the earlier models having a Coventry Climax engine.

We understand there were around 1350 Ferguson Browns manufactured back in the day with around 10 of these being Orchard models with only a handful of Orchards still surviving today. A rare tractor and the first to incorporate the famous Ferguson three point linkage.

The current condition of the Ferguson Brown Orchard tractor.

 Published in Journal No.91, Spring 2019.

Differences between the 9N and 2N – Francois Polain:

The Ford-Ferguson has always been a subject of interest to me and I’ve read a great deal about it. Although these articles were very informative I still couldn’t exactly tell the difference between a 9N and a 2N, so I decided to gather some information and classify all the changes by year of production. I hope this article will be of interest for some members and if there is something wrong/missing please do correct me!

The reason to introduce the 2N was World War II, by designating a new model Ford was able to bypass wartime restrictions and raise the price. The 2N had some component changes due to wartime shortages like the battery and alternator which were eliminated and replaced by a magneto and hand-crank start. Also, steel wheels became standard equipment. Luckily the great Harry Ferguson was able to convince the government that tractors were as important on the farm as war products to the army. This meant that tractors could soon be fitted with rubber tires and electric equipment again.

There is no 2N prefix on the serial numbers, all 2N tractors retained the 9N prefix. There were a couple of variations of the prefix; 9NAN was for kerosene burning tractors, 9NBN for industrial tractors and BN025 and BN040 was used for MotoTug tractors.
Harry Ferguson with his hands on his hips standing next to Henry Ford.

The first year of production was 1939, models of this year are characterised by a cast aluminium grill with horizontal slots. The mudguards had two ribs and the tinwork was fitted on the mudguard bracket only using rivets. Apparently only the first 700 9N’s were fitted with a cast aluminium bonnet, these bonnets are often sanded back to bare aluminium and polished by enthusiasts. The generator fitted is a 2-brush model.

,em.The early mudguard showing the two ribs and the rivet fixings.

In 1940 the double rib mudguards are replaced by single rib mudguards. The engine block is now provided with freeze out plugs which wasn’t the case in 1939. The ignition key switch is switched from t he right to the left side of the dash. The 2­ brush generator is replaced by a 3-brush type. The third brush on this type of generator is connected to the field winding of the dynamo, the other end of the field winding is connected to a switch which can he adjusted (by inserting or removing resistance) to give ‘low’ or ‘high’ charge. This switch was sometimes combined with the vehicle’s light switch so that switching on the headlights simultaneously put the dynamo in high charge mode). The battery lid is changed from clip held to hinged.

The three variations of steering wheels used.

In 1941, the last year of production of the 9N, a new steering wheel with three covered spokes instead of four is introduced. The grill is replaced by a steel model with vertical spokes to replace the aluminium grill with horizontal spokes.

The ‘smooth axle’ is replaced by a stronger two piece riveted axle hub around serial number 9N4l500. A wider 10×28″ rear tyre and wheel was offered as an option to replace the standard Xx32″ rear tyres. The ignition switch is relocated again but this time on the steering column. The starter button is switched from the left side of the dash to a spol in front of the gear lever and acts as a safely device to prevent from starting in gear.

1942 is the beginning of the 2N production, parts left over from (he 9N are used up on the 2N. The steering whee is changed to a 3-spoked wheel with exposed metal spokes. A final change is made to the grill which now has a slotted centre bar.

The holes in the rear axle housing to bolt on the mudguards are no longer solid but they are opened up to create an upper and lower hole, I imagine it was to reduce costs? A new front axle/radiator support replaces the earlier cast iron support and the bonnet side panels are modified to have a mounting bolt accessible from the outside. Last but not least the Ford badge on the bonnet has an engraved 2N on the lower edge and all items that used to be chrome plated are now painted due to war restrictions.

From 1943 onwards very little changes are made until 1947, the only changes made this year is a pressurised radiator and 8×32” inch rear tyres were discontinued.

In 1944 the transmission input shaft is modified to have helical cut gears and the I-beam radius rods replaced by oval rods.

Heavier rear axle housings were introduced in mid-1945 and they were again strengthened in 1946. These were the only changes made in 1945-46.

Finally in the last year of production of the 2N (1947) a casting number and date is added.

Francois Polain: Published in Journal No.84 Winter 2016/17

“Little known things about a Classic Tractor that changed the world.”
Researched by Robert Brown.

1939 9N
ENGINE: 4 cylinder L head BORE: 3. 187 x 3.75
PISTON DISPLACEMENT: 119.7 cu in COMPRESSION RATIO: 6 to 1 HORSEPOWER: Maximum Belt HP. 23.87 Rated Belt HP 85% of max . 20.29
DRAWBAR: 2-14″ plow capacity with Ferguson hydraulically operated imple­ments. Maximum drawbar without Fer­guson hydraulic system control. 16.9 HP
Rated HP. 75% of maximum 12.68 GOVERNOR: Variable speed, controlled from steering column. working range, up to 2200 rpm .
LUBRICATION: by gear pump supplying direct pressure oiling to crankshaft. camshaft, connecting rod bearings, and timing gears.
CRANKCASE OIL CAPACITY: 6 U.S. quarts
OIL FILTER: replaceable cartridge type of large capacity
IGNITION: Direct-driven battery dis­tributor in unit with coil in waterproof housing. Fully automatic spark advance.
GENERATOR: 6-volt shunt wound with vibrator type voltage regulation.
STARTER: 6-volt conventional type automobile starter with finger operated switch on dash.
BATTERY: 6-volt, 85 ampere-hour capacity. 13 high plates
COOLING: Pump circulation of water through tube and fin type radiator; fan (pusher) 4 blade 16″, belt driven; pump is packless type with pre-lubricated bearings.
COOLING SYSTEM CAPACITY: 14 U.S. quarts
FUEL SUPPLY; welded steel tank carried in engine hood. capacity 9 gal plus 1 gal reserve. Fuel filter is stan­dard equipment.
CARBURETOR: Up-draft, plain tube type of sturdy. dust-proof construc­tion.
AIR CLEANER: oil bath type with dust receptacle easily removed for cleaning. MUFFLER: reverse flow type; fitted as standard equipment to carry exhaust to rear of tractor.
CLUTCH: single dry plate 9″ effective diameter plate. pressure increased by centrifugal force as engine speed is in­creased.
TRANSMISSION: sliding gear, 3 speeds forward ,1 reverse. All shafts mounted on tapered roller bearings. Final Drive: spiral bevel gear with straddle-mounted pinion 6.66 to 1 ratio. Four pinion differential mounted to tapered roller bearings. Drive axle of semi-floating type with axle shaft and wheel hub integral. also carried on tapered roller bearings
DRAWBAR: adjustable type, standard equipment
TRANSMISSION SPEEDS:
Gear Final Gear Reduction
Speed @ 1400 rpm
Low 73.3 to 12.51 mph
Second 57.0 to 13.23 mph
High 24.6 to 17.48mph
Reverse 68.4 to 12.69 mph
STEERING: bevel pinion and twin bevel controlling both front wheels indepen­dently. Tread of front axle adjustable without disturbing any steering connec­tion. Rubber covered steel 4-spoke steering wheel, 18″ diameter
POWER TAKE OFF: shaft extends from rear of axle housing with standard spline end. for fitting to drive shaft of power driven equipment, 509 rpm at engine speed of 1400 rpm. Extra equipment – Belt Pulley carried by self­-contained drive unit quickly attachable to same area of tractor.
BRAKES: 14″ x 2″ internal expanding, two shoe, full energizing type. One simple accessible adjustment. Brakes operating independently on each rear wheel controlled by separate pedals to facilitate short turning.
WHEELS. FRONT: steel disc fitted with 4 x 19 single rib pneumatic tyres on drop centre rim. 26 psi.
WHEELS. REAR: steel disc fitted with 8 x 32 traction tread pneumatic tyres on drop centre rim, 12 psi.
HYDRAULIC IMPLEMENT CONTROL: consists of a 4 cylinder pump supplying 011 under pressure to ram cylinder. Con­trol valve (on suction side of the im­mersed pump) is regulated by hand and automatically. Lever convenient to operator’s right hand gives instant con­trol of implement.
SHIPPING WEIGHT: approximately 2140lbs
WHEELBASE: 70″
NORMAL TREAD: Front and rear, 48″ FRONT TREAD: Adjustable by means of telescoping axle and reversing front and rear wheel discs to 76″ in 4″ steps. REAR TREAD: Adjustable by means of reversible wheel disc and reversible tyre rim to 76″ in 4″ steps.
OVERALL WIDTH: 64″
OVERALL LENGTH: Front tyre fin to end of lower link, 115″
OVERALL HEIGHT: 52″
GROUND CLEARANCE: 13″ under centre, 21″ under axles.
MINIMUM TURNING CIRCLE: 15ft with use of brakes.

THINGS TO LOOK FOR BY YEAR: 1939
Front axle grease fittings face forward. Hood is cast before #4000
PTO and pulley attachment different before #7453
No safety starter
Starter button located next to ammeter Key located next to oil pressure gauge Ignition indicator below ammeter
Left brake pedal same casting as the right pedal
Grill is cast aluminium, horizontal bars Cover (hood top battery) not hinged until #10213
Both hinged and not-hinged available until #13884
Hinged became standard in 1940 at #13885

1940
2 brush generator and cutout, 9N10000A, replaced by 3 brush units, 9N10000B, on 15/3/1940. Safety Starter Switch mechanically interlocked with gear shift lever, introduced at #12500 with some exceptions: 14 trac­tors were produced before #10732 which was the first; then #11148: #11400, #11470, #11497, then several in the #12000’s. After # 12500, there were 43 tractors produced with #12853 being the last of the non-safety starter models.
First ignition key location on the safety start models is in the right hand lower side of dash; second location is in the lower left hand side of dash. 

1941
Hydraulic lift cylinder and hydraulic lift spring were changed at #47020 to heavier duty type.
Left hand brake pedal changed: now has small hoop in it (to facilitate hand use of brake while executing a left hand turn) Front axle grease fittings face rear. Ignition key location again. moved to left top side of steering gear assembly. Rear axle changed to 2-piece riveted assembly.
Transmission case changed at #47508 Transmission Oil Level Indicator changed at #47508
4-blade pusher fan now obsolete 6-blade pusher or pull type takes its place
(Service Bulletin #26, 29 Aug 1940, shows 6-bladed fan #9N8600B is sup­plied where extreme heat is ex­perienced)
Steel grill with solid centre and vertical rods replaces cast aluminium grill Larger. heavy-duty generator assy. 3­brush. introduced at #9N100000C
Steel rear wheel 9N11700 in parts book FORD rear tyres only in size 10 x 28. 4 ply

1942 2N
10 x 28 rear tyres become standard, 8 x 32 optional
Steering housing no longer cast, now made of steel;
Dash, steel at #80769
Steering wheel changed to 3-spoke, exposed spokes.
Stud to hold valve cover changed at #100000 to hold larger cover; cover also changed
No longer any chrome on 2N tractor
Cap and radiator changed to a pressure system at #109502 and now has 12 quart capacity (Service Bulletin # 139. 29 May 1944 indicates current produc­tion tractors are equipped with pressure type cooling system and fan shroud)

1943
Front spindle and spindle arms changed at #109503
Lynch pin and ring became spring-­loaded (the spring loaded lynch pin. now universal the world over, was invented by John Chambers, senior Ferguson engineer. Problems with trash had resulted in the old ring pins jumping out) Crankshaft rachet and hand crank changed
9N starting crank 25. 22″ long and can be used on 9N. 2N. 8N. 1939 to 1952 2N starting crank 24.84″ long used with 2N.

1943-1947
Magneto introduced
Hood panel. right hand side. replaces 9N panel.
(2N panel is to have front choke control rod. magneto tractors only) 9 x 32 rear tyres supplied (fits 8 x 32 rim); 8 x 32 now obsolete.

1944
Front support assembly pin and radius rods changed at #167488
All tractors after #140774 have helical gears with HX stamped on transmission case flange to indicate tractors with helical gears
Tractors #86271 to #168259 produced without intake valve seat insert. W. P . B. (War time controls) restrictions Headlight assembly now equipped with sealed beams

1945
Heavier rear axle housing introduced at #174650

1946
Heavier duty rear axle housing assembly appears to replace RH 9N-40 12-B and 2N-4035. LH 9N-40 13. and 2N­4035. These were the heaviest and had a date stamped on outside. front 2N-4012-A2 RH
2N-4013-A2 LH

1947 (could not find any changes for this year)

I am sure I missed something, and will appreciate it if anyone can bring any missing, incomplete. or incorrect items to my attention. I will try to do the 8N next. They were made for a shorter time but have more changes than the 9N and 2N.

This article is reproduced by kind permission of the 9N-2N-BN NEWSLETTER

Published in Ferguson Club Journal Volume 3 No.2 Autumn 1990

Chris Graham spotlights the Ferguson TE-20 range of tractors;
machines that took the world of farming into a new era of
mechanisation, convenience and efficiency

Two of Gary Anderson’s ‘little grey Fergies, a TE-F 20 and a 1950 TE-A 20 with a Ferguson TVO conversion (not built as a TE-D 20).

Ferguson tractor enthusiasts are a lucky bunch. For many people new to the old tractor hobby, deciding on the make and model to buy can be an involved and time-consuming process. There are so many tempting possibilities that making a final choice can be agonising. For the Ferguson fan, however, it’s plain sailing as, within the family fold, there sits perhaps the most influential and iconic tractor of all time.

The ‘little grey Fergie’ is the machine that’s widely regarded as being the one that changed agriculture around the world, forever. The brainchild of Harry Ferguson, this fantastically functional little tractor with its revolutionary three-point linkage – and the system of dedicated implements and support networks that he masterminded around it – probably did more for farmers across the globe than any other tractor you could think of.

Harry Ferguson put a great deal of time, effort and development money into making sure the little grey Fergie was comfortable to use, easy to handle and a solid performer. Time has proved he was successful on all counts.

The icon arrives

The TE-20, as the little grey Fergie was officially known at the start (T = Tractor, E = England, 20 = approximate engine power), was produced between 1946 and 1956, and more than 500,000 were built, mainly at the Ferguson factory in Banner Lane, Coventry. Harry Ferguson and Sir John Black, who was head of the Standard Motor Company, agreed a deal that would see the new model built at the existing Standard factory.

Ferguson had a very clear vision for the new tractor, and was determined to produce a lightweight model that would use as little fuel as possible, thereby maximising profits for farmers. However, as the new tractor’s Standard produced engine wasn’t ready in time, it was decided to fit the first models with a unit produced in Michigan, USA, by the Continental Motors Corporation, The Continental Z-120 was a four-cylinder, 1,962cc, petrol-powered motor with an output of 23hp, however, its carburettor had to be adapted to cope with the poor-quality fuel being used in post-war Britain.

The engine was run by a six-volt Lucas ignition system (complete with an electric starter), and linked to the rear wheels via a four-speed, constant-mesh gearbox with helical-cut gears. The engine starter was activated using the gear selector lever, and Harry Ferguson took a sometimes fanatical interest in every aspect of the tractor’s design. His fundamental aims were to produce a machine that was both easy and comfortable for farmers to use.

Harry Ferguson made a big effort to keep the TE-20 as light as possible, to maximise ease of use, manoeuvrability and fuel efficiency.

A slow start

But production got off to a relatively slow start, with just 316 TE-20s leaving the factory during 1946. At that time, the tractor cost £343 and was being built by a workforce of 3,500 people in a state-of-the-art factory. The planned increase in production during early 1947 was hampered by steel shortages, a fuel crisis and one of the coldest winters in living memory. However, things had picked up by the middle of the year, when 100 TE¬20s were leaving the factory every day. By the end of 1947, more than 20,000 had been built, about 5,000 of which were shipped overseas. Business was beginning to boom. As I’ve already mentioned, Harry Ferguson had been at pains to support his new tractor with a practical range of perfectly-matched implements, all of which were literally tested to destruction before being approved. In addition, Ferguson himself insisted on using and assessing each new implement before final permission was given for its introduction to the range. His laudable ambition was to provide a piece of equipment that, in conjunction with the tractor, was able to tackle every major job on the farm. In so doing he hoped to eliminate the traditional drudgery associated with so much of farming, produce cheaper food as a result and, overall, make the world a better place.

Diesel-engined Fergies tend to fetch the most money nowadays, followed by the TVOs then the petrols. The latter are not as economical.

Right from the off, customers could choose from a selection of implements that included a two-furrow plough, a mower, an earth scoop, a transport box, a cordwood saw, a three-ton trailer, a ridger, a tiller, a disc harrow and a pair of rowcrop cultivators, Development was a continual process though and, during 1947, the company added a post-hole digger, a steerage hoe and a spring-toothed harrow. All implements, while designed by Ferguson, were manufactured by trusted independent specialists. For example, the ploughs were made by Rubery Owen at its factory in Staffordshire, and that company supplied just over 17,500 units in 1947.

In keeping with Ferguson’s ‘complete support’ ethos, the company also introduced a comprehensive range of accessories, which included essenlials such as Sankey-made steel wheels, Lucas lighting sets, a canvas tractor cover and a clever, Sun Engineering produced jack that utilised the tractor’s hydraulic system to lift the whole machine off the ground.

Lucas lighting was a popular optional extra, and consisted of a single headlight, sidelights and a ploughing light.

Standard engine arrives

During the summer of 1947, the development of Standard’s own petrol engine neared completion. Ferguson had requested that it be based on the successful and reliable Continental Z-120, and the result was an 1,849cc four-cylinder unit producing 25hp.It differed from the Z-120 in that it featured an external oil filter and used a Zenith carburettor. Then, as an added bonus, the designers discovered that the new engine was also perfectly suited to automotive use, so it was utilised in the Standard Vanguard car as well.

With the introduction of the Standard engine, the model designation changed to TE-A 20 but, once again, things got off to a slow start. The factory was confident of producing 1,000 engines a day by the end of 1947 but, in reality, the first TE-A 20s didn’t start appearing in the field until the end of January, 1948, and Continental-engined TE-20’s remained on sale for most of that same year.

The first narrow version appeared in the autumn of 1948, with the rear wheel track reduced from 52 to 42in. The modifications needed to achieve this were primarily carried out by Kent·based Ferguson dealer, Lenfield Engineering Company, and those with Continental engines were designated TE-B 20 while the versions powered by the new Standard motor were TE-C 20s. Already the designation letter selection was starting to get confusing!

Then, in 1949, the UK authorities ended the ‘red petrol’ scheme, which had allowed petrol to be rebated for agricultural purposes. This resulted in a significant increase in the price of tractor fuel for farmers, at which point Ferguson reacted by introducing a vaporising oil-powered model (TVO) that would be cheaper to run. This version – introduced in May and christened the TE-D 20 was based around a bigger-bore, lower-compression Standard engine, to counteract the efficiency loss associated with the inferior fuel. The engine was fitted with a distinctive, aluminium heat shield over the inlet manifold, to promote fuel vaporisation, and a water temperature 9auge was added to the dash.

Dual fuel tanks

The 26hp TE-D 20 also featured dual fuel tanks under the hinged bonnet, because the engine had to be started and warmed using petrol, then switched over to run on the cheaper vaporising oil thereafter, using a new, three-way fuel tap. A narrow version soon followed, called the TE-E 20, and the 100,000th TE-20 left the factory on June 13th, 1949. An impressive 12,000 tractors went for export in that same year but, in some markets, the quality of fuel available was so low that a further modification was needed. Ferguson’s solution was to introduce the ‘zero octane’ or ‘Lamp oil’ model in April 1950, with the designation TE-H 20. A narrow version followed – the TE-J 20 – and both these 22hp variants utilised a lower compression ratio and retarded ignition settings to avoid pinking.

Additional implements – including a potato spinner and planter, a manure loader and spreader, a subsoiler and a weeder – were added to the range in 1950, and it was during this year that the total number of implements sold hit 350,000. In March 1951 the six-volt Lucas electrical system was discontinued, so an engineering change to the bell housing was required to accommodate the bigger starter motor that would be running on the new 12-volt ignition system.

By this time diesel power was on the horizon, even though Harry Ferguson was never a fan, He regarded diesel engines as dirty and noisy and, from an engineering point of view, considered them unnecessarily heavy, complicated and expensive. However, being the expert marketeer that he was, he grudgingly had to accept that diesel represented the way forward. Competitor tractors were heading in that direction, and farmers were attracted by the cost-effectiveness, reliability and usable performance that diesel engines delivered.

Henry Anderson at the whell of the TE-F 20 with it’s vertical exhaust.

Diesel trials

Three diesel engines were trialled – a unit from Standard, the three-cylinder Perkins P3 and a four-cylinder motor from Meadows. The last of these performed the best, but was a poor starter and costly, while the installation of the Perkins engine necessitated a raising of the bonnet line, which Ferguson objected to. More importantly, it also raised the tractor’s centre of gravity, which wasn’t desirable. So, by a process of elimination, Ferguson settled upon Standard’s offering, the 20C. To overcome its inherent cold starting issues, a Ki-Gass pump and induction heater were added, and the resultant diesel model – TE-F 20 – was presented to an expectant market in March, 1951. It cost £490 and featured a distinctive pair of six-volt batteries fitted on either side of the driver’s seat.

The TE-F 20 proved to be an extremely successful model, and Standard also made use of the 20C engine to power a diesel version of the Vanguard, creating the UK’s first diesel-powered production car which, incidentally, was capable of returning 50mpg. Ferguson also introduced a dedicated vineyard model in May 1952, with a width of just 46in and three engine options; petrol TE-K 20, TVO TE-l20 and lamp oil TE-M 20.

A petrol-powered, road-legal Industrial model (rE-P 20) was introduced in April 1951, and proved so popular that TVO¬(TE-R 20) and lamp oil-powered (TE-S 20) versions were added to the range in 1952. Early the following year a diesel Industrial (TE-T 20) version arrived, after which the TVO and lamp oil-powered versions started being phased out.

The simple dashboard features the Ki-gas hand pump on the right, with original operating instructions on the panel beneath.

Ownership prospects

For some down-to-earth feedback on TE-20 ownership, I took a trip to rural Buckinghamshire to meet Gary Anderson, his son Henry and the interesting variety of TE-20s they own. One of the first points that Gary raised was that the TE-20 – whichever engine you choose – makes an excellent tractor to own, whatever your level of experience within the hobby. “This tractor really does tick all the right boxes,” Gary told me. “it’s a machine that’s still perfectly capable of a decent days work, assuming you’re not wanting to run large, heavy implements. For small-scale ploughing, paddock-cutting and any of the 101 other jobs you can tackle around the farm or smallholding with the countless Ferguson System implements, it’s just about perfect. Easy to handle, manageable to drive and incredibly capable.”

When it comes to buying, Gary’s advice is to be sure about what you want the tractor for. ·One of the beauties of the TE-20 range is that you don’t need to spend a fortune to get a decent example, but your choice will be made easier if you’re clear about your intentions for the tractor. I help lots of people source tractors and always take the time to chat with them about their Intentions first.

“If somebody simply wants a cheap tractor to cut grass or cart logs around, then originality isn’t a vital issue. On the other hand, if the objective is to own a tractor that’s authentic and that wi. hold its own at shows and rallies, then finding a decent example will take longer and the right machine win be more expensive. Today, the market is placing more emphasis on genuine originality, so TE-20s showing proper, time-induced patina are in great demand.

First impressions

“I think you can tell an awful lot about a tractor by its overall appearance, Gary added. “Always be on your guard for badly painted examples. Given the popularity of this tractor, there are less scrupulous sellers around who won’t hesitate to slap paint on over rust and ingrained dirt in an effort to improve the cosmetic look, in the hope of promoting a quick sale,

“From a mechanical point of view, the good news is that the TE-20 models all benefit from a superbly robust basic design and, despite the fact that the earliest examples can now be over 75 years old, a surprising number remain fit, healthy and perfectly usable. Having said this, there’s still no excuse for not carrying out the basic, pre-purchase checks.

“The simplest of these is to assess the condition of the engine oil. Lots of owners fail to change this on a regular basis, so discovering a dipstick that’s covered In black, gloopy lubricant shouldn’t be a great surprise. But the engines are tough – especially the diesel units – and do tend to run and run despite what’s often quite serious mechanical neglect. While on the subject of oil, too many owners ignore the back end of their tractors. Most may well change the engine oil every year or two, which is fine, but very few treat the back end in the same way.

The original TE-20’s toolkit included this grease gun and the famous Ferguson spanner. The latter was designed to fit the majority of nuts on the tractor and implements, while the scale on the shaft allowed it to double as a dipstick for the fuel tank.

“There’s a dipstick at the rear which is used to check the level of the oil that supplies the gearbox, the rear axle and the hydraulic pump. Yet, despite its importance, the quality and level of this oil is too often ignored. I’ve lost count of the number of grey Fergies on which I’ve found horrible, mayonnaise-like gloop coating this dipstick, If ignored for years, this oil becomes contaminated by condensation, which detrimentally affects its lubricating performance.”

This is the often ignored dip-stick at the back of the tractor, that’s used to check the gearbox/rear axle/hydraulic level.

A slow starter?

Gary continued: “One of the biggest problems associated with the popular diesel engine is loss of compression, caused by age-related cylinder liner wear. This makes it increasingly difficult to start from cold, so if you come across one that churns over for more than about 15 seconds before catching, suspect a problem. Also, if the engine of a tractor you’re looking at has been pre-warmed by the seller before you arrive, this is potentially suspicious. Ideally you should always request to see the engine started from cold.

“Having said that, I have a TE-F 20 that suffers in just this way, and requires a squirt of starting spray to encourage it into life, but it’s not the end of the world. I appreciate that it’ll need an engine rebuild in due course, but the deterioration rate is very slow given the sort of use we give it nowadays, so I’m really not that bothered.

“Other things to check for on a pre-purchase inspection include effective brake operation, steering play, the presence of clutch judder, reliable gear selection and hydraulic pump failure. The half-shaft seals perish with age, allowing oil to leak out and contaminate the rear brake shoes. A tell-tale sign of this can be oil build-up on the inside of the rear wheel rims.

“If you detect more than about half an inch of rotational free play at the steering wheel, then there’s likely to be appreciable wear in the system – at the ends of the radius arms or in the steering box. Both parts are exposed and easy to see, to its simple to identify where the excess movement is. The H-shaped gear selector gate (hidden beneath the plate at the base of the gear lever) can wear as a result of years of harsh use, causing the stick to jump out of the gate leaving the gearbox stuck in whichever gear was selected at the time. These transmissions can’t be driven like a car; the changes have to be slower and executed with more care and mechanical sympathy.”

All components are easily accessible on the TE-20. Wear in the steering causing play at the wheel is easy to check for.

Holding fluid?

“Finally, the hydraulic pump can suffer with worn seals, preventing the unit from maintaining pressure. You can easily check for this by weighting the linkage arms and seeing if they hold. Raising an attached implement is the best way to assess this but, if that’s not possible, lift the arms then, with the engine turned off, apply your own body weight and see if the height is maintained. If the arms start to drop then pump refurbishment will be required. All of these issues can be used as good bargaining points when negotiating a price reduction with the seller.”

This is the sort of genuine patina that really adds to the desirability of a sale tractor these days.

The good news for prospective buyers is that there’s still a good number of original TE-20s out there which, despite having been worked on and off for the past 70 years, are still in reasonable condition, The model really is that durable. But, even when problems are encountered, the spare parts situation is now excellent. More or less everything you might need is available from specialist suppliers, although it should be noted that quality can vary, with much depending on where the parts have been manufactured.

Gary points out: “Lots of parts aren’t exact copies of the originals so, while they may look OK from a distance or to the casual observer, somebody with more specialist knowledge will be able to spot components – especially panels – that aren’t original. Often the shape will be slightly different, drillings will be missing or in the wrong place, swage lines might not be accurately reproduced and the metal used is often thinner.”

In more general terms, Gary added: “For beginners to the old tractor hobby, I think that the little grey Fergie provides the best way to learn rudimentary mechanics, simply because it’s so straightforward and well designed, What’s more, the Ferguson workshop manuals are absolutely superb, providing accurate, step-by-step guidance on everything from routine servicing to more involved jobs like adjusting the brakes or changing the clutch.

“Of course, Harry Ferguson knew that the support literature he provided with these tractors needed to be good because for many owners, the TE-20 represented their first experience of mechanisation. Up until that point, farm power had been supplied by horses, so relevant mechanical knowledge was non-existent. Consequently, I think that the company went over and above in terms of the help and support offered to users of its equipment, plus all those working within the dealer network. Original manuals are still available to buy nowadays, although they are becoming quite collectable, so prices are on the up. However, most have been reproduced now, so modern duplicates can be bought at reasonable prices.

“Harry Ferguson was an amazing marketeer. He established an international training centre at Stoneleigh, Warwickshire, and staff were brought in from all over the world to learn about the TE-20s and the implements designed to be used with them as part of the Ferguson System. He also created a fleet of service engineers working out of vans that would deal with customers’ problems wherever they occurred. Everything was designed to build confidence in the brand, to promote familiarity and to support owners as fully as possible, and the strategy certainly worked!”

Published in Classic Massey Magazine, May/June 2023

The History of the Continental

The Ferguson TE20 Continental was the first tractor to leave the factory in Coventry under the accredited name of Harry Ferguson Limited. Production ran from 1946-47 with an unknown quantity of tractors made, this being due to the engine used in the tractor. Over the years, many owners of the Continental have speculated over how many were made, in recent debates, there is an estimated 500 tractors across the country.

The engine used in this tractor is a Continental Z120 straight petrol variant which was made by the Continental Motors Company in America, namely Detroit. The factory in 1905 was state of the art and produced engines for many utility applications such as generators and trucks. Their biggest contract was in fact for the American military, of which engines were produced for military vehicles up until the end of the Second World War. After the war, like many things, the engines became surplus stock at which, after the dispersal of the Ford-Ferguson name, Harry Ferguson saw the opportunity and purchased a stock of these engines which were surplus and were imported in 1946 to the Standard Motor Company Limited’s factory.

The Continental Z 120 was the smallest variant of the Continental engine range, the other being a Z129, meaning 129 cubic inch capacity, this engine was used in American variants such as the T020. The Zl20 had an 81mm bore, producing 24HP, very similar to the standard petrol engine later used in the TEA20 and with overhead valves, this being a rarity at this time of engine production. It was a high compression engine with options to reduce this, in the form of a head spacer so paraffin could be used alongside the straight petrol.

In these early tractors, there were no greasing points on the trumpet housing castings unlike later models and there were many more preliminary features, such as aluminium bonnets likely foj’ very early examples. Continentals featured a brass badge on the front of the bonnet and casting numbers were applied to all major components, most evident on the bell housing. The gearbox was also reduced compared to later models, longer air filters were also a fitment as well as a Marvel Schebler carburettor, a common carburettor also used by Massey Harris and Allis Chalmers. An oil gauge which only read up to 40psi was also a fitment on early tractors.

Brian Pickering driving his Continental and Arnold Staples working the steerage hoe at the Humberton Working Weekend back in 2002.

The Ferguson TE20 Continental pictured at the start of this article is part way through restoration, its had three owners from new, myself being the latest. Purchased as a project in 2021 from a private collection, the cylinder head was seized as was everything else on the tractor and since then, it has had a nut and bolt mechanical rebuild including the backend and all bearings. The tractor is also fitted with a Loddons of Norfolk conversion kit, allowing the tractor to run on both petrol and paraffin and is fitted with the Zenith 24T2 carburettor.

This tractor was restored in the late 1990’s but was unused for the next 21 years but luckily retaining its original tin work. Additionally, to this article, I must thank Duncan Russell for his help with sourcing an age-related registration as the tractor now looks complete.

The Banner Lane TE20 production line.

Published in Journal No,106, Summer 2023: Fred Turner.

CRACKING THE FE-35 LETTER CODE

The following short article concerns Serial Numbers for the FE-35 range of tractors. The codes for the commission plate numbers are to be found in the workshop manual. The engine codes should be available in some service bulletins or even from Massey Ferguson. I believe the following analysis to be accurate but it is drawn from observations made here in Jersey over the years. As far as I can ascertain, the system of code letters on commission plates and engine blocks is similar, although different letters are used on each. There does not appear to be a direct link between numerals, other than that lower serial numbers are usually reflected as lower engine numbers. As a result, if the commission plate is missing from the tractor, it is not possible to gain a very accurate idea of the tractor’s age from the engine number alone

COMMISSION PLATE

This is found on the lower right side of the dash board, next to the ignition key. On it will be found (if still legible) patent numbers in force at the time the tractor was built. Stamped at the bottom is the tractor serial number, which is comprised of three or four letters followed by the production number.

First Letter
This denotes the type of tractor, namely:
standard agricultural (the majority), vineyard, industrial, high clearance:

Tractor type
Standard agricultural: Code letter S
Vineyard: Code letter V
Industrial: Code letter J
High clearance: Code letter C

Second letter
This denotes the type of engine: petrol, vaporising oil, lamp oil, diesel:
Engine type: Compression ratio
Petrol: 6:1  Code G
High altitude petrol: 6.6:1 Code H
Vaporising oil: 5:1 Code K
Lamp oil: 4.3:1 Code L
Diesel: 23C (4 cylinder): 20.1 Code D
Diesel: Perkins A3.152: 17.4: 1 Code N

Third letter
This denotes the type of clutch and therefore gearbox details:
Clutch type
Single clutch: Code letter F
Dual clutch:  Code letter M

Fourth letter
This denotes special features:
Differential lock: Code Y

ENGINE NUMBERS
On spark ignition engines, the numbers are to be found on the left side of the engine between the oil filler cap and the coil. This practice was continued through from the first TEA-20s. On the 23C diesel engine (as with the TEF-20 before it) the number is on the right side of the block, at the front, beneath the manifold and above the dynamo.

Prefix letters
There are two prefix letters. All engines which I have seen have S as the first letter. This is followed by:
Engine type:
Petrol: Code letter SF
T.V.O.: Code letter SG
L.O.: Code letter SH
23C: Code letter SJ

After these two letters come the engine production numbers. Lastly come the suffix letters.

Suffix letters
Petrol engines have three. All other engines have two. an all engines the first letter after the numerals is an E, denoting an engine number and the very last letter in the sequence denotes clutch type:
Clutch type
Single clutch S
Dual clutch D

Thus, engine numbers/letters on T.V.O., L.O. and 23C blocks all end in either ES or ED. Petrol engines have an extra letter between E and S or O.
Engine type: Code letters
Petrol, standard compression 6: 1 E L
Petrol, high compression 6.6:1 E H

Thus petrol engine numbers/letters all end in one of the following: ELS or EHS for a single clutch
and ELO or EHD for a dual clutch.

With reference to the 35s fitted with Perkins engines, as yet I haven’t seen enough examples of numbers to determine a logic. Also, I believe, some 35s capable of running on butane gas were built but I do not have any details of serial numbers.

Some “living” examples:

Commission plate: SGF61182
Engine number: SF9944ELS

From the commission plate we can deduce that this is a standard (S) petrol (G) single clutch (F) tractor. The engine number tells us that it is petrol (F) 6: 1 compression ratio (L) and has a single clutch and corresponding flywheel (S).

Commission plate: SHM324792
Engine number: SF40638EHD

The commission plate tells us that this is a standard (S) high altitude petrol (H) dual clutch (M) tractor. The engine number denotes petrol (F) 6.6: 1 compression ratio (H) and a dual clutch (M) with corresponding flywheel (D).

Commission plate: SKM 252026
Engine number: SG11519EO

The commission plate states that this is a standard agricultural tractor (S) T.V.O. (K) and dual clutch (M). The engine number tells us that it is T.V.O. (G) and has a dual clutch (D).

Commission plate: SDM12847
Engine number: SJ8734ED

We can see from the commission plate that this is a standard tractor (S) with a 23C diesel engine (D) fitted with a dual clutch (M). The engine number shows (J) for 23C diesel, fitted with dual clutch (D).

Commission plate: SNMY375106
Engine number: 19D6821C

This is a standard tractor (S) with a Perkins A 3.152 engine (N) a dual clutch (M) and a differential lock (Y). As mentioned earlier I cannot tie in the engine number on the Perkins diesels.

The TE-20 range of serial numbers was distributed to all club members about five years ago in the form of a booklet produced by Massey Ferguson. It may still be possible for individual members to obtain a copy by writing directly to the M. F. Sales Support Centre. Finally, with reference to FE-35 decals, our tractor SGF89374 engine no SF13127ELS, is an early example of the red and grey colour scheme but I am afraid that the bonnet has been repainted, the decals having been scraped off.

Raoul Le Miere, St. Lawrence, Jersey

Published in Journal No. 24 Winter 1996/97

TE-D-20 Vaporising Oil Tractor