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

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

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

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

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

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

The classic 1938 Massey-Harris Pacemaker tractor.

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

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

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

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

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

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

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

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

John Farnworth, published in Journal 101 Summer 2022

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

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

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

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

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

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

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

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

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

Published in Journal No.51, Winter 2005

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

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

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

I quote from AGCO colour chart

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

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

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

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

DISTINCTIVE STYLING

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Banner Lane – a brief history – by Duncan Russell

Banner Lane, means much to many people, not only those who worked there but to the many owners and enthusiasts of Ferguson and Massey Ferguson tractors throughout the world.But Banner Lane is no more; the site is now a housing development called Bannerbrook Park which has been planned and developed by house builder Persimmon, eventually some 1000 new homes will have been built on the site, together with a school, shops and an entire infrastructure.

Gone completely is the factory that had stood on the site since the late 1930’s when the site was developed as a Shadow Factory as part of the Government’s plan to rearm the forces, particularly the RAF in the run up to the Second World War. The Banner Lane site had once been farmland on the outskirts of the industrial city of Coventry, home to many manufacturers, including the Standard Motor Company who would administer Banner Lane on behalf of the Government during the war period.

The last Massey Ferguson tractor rolled off the production line on Christmas Eve in 2002 ending over six decades of manufacturing, including 56 years of tractor production.

The facade of Banner Lane Factory, familiar to so many.

As the demand for military aircraft and aero engines increased at the beginning of the Second World War, a number of Government financed shadow factories were built all over the UK. One of the largest was the Banner Lane site just west of Coventry. The site covered 80 acres in total,with a floor area of over 1 million square feet and had cost £1.7 million to build and prepare for production. This was quite a figure when the cost of a small car was around £130. The Standard Motor Company agreed to manage the site for a fee of £40,000 per annum. The Banner Lane plant manufactured the huge Bristol Hercules aero engine, as fitted to the Wellington bomber and several other aircraft. The Bristol engine was a massive 39 litre, twin row, 14 cylinder radial engine, producing between 1290 and 1735 horsepower depending on application. During the war years some 20,000 engines were produced.

With the end of the war in 1945 the plant was quickly shut down and the Standard Motor Company negotiated a lease for the factory for £36,000 per annum. The Standard Motor Company was keen to take on the factory as Sir John Black, Standards Chairman, had been in discussions with Harry Ferguson to produce the new Ferguson tractor in the UK. Thus in September 1945 the deal was struck for Standard to build tractors for Ferguson, Standard being paid a fee for each tractor produced. Standard then signed a ten year lease for Banner Lane and agreed a plan to produce up to 200 tractors per day.

The Standard/Ferguson agreement continued through various squabbles and disagreements until the summer of 1959 when Standard severed all connections with Massey Ferguson and tractor production. During this time Harry Ferguson Ltd had sold out to Massey Harris to become Massey Harris Ferguson and then Massey Ferguson. Massey Ferguson had taken the lease of Banner Lane factory from Standard Motor Company in 1956.

The last TE20 tractor came off the production line at Banner Lane  in 1956 after a production of over half a million tractors, 517651 in fact. (Mike Thorne)

Massey Ferguson developed the Banner Lane site and at one stage it was reported to be the biggest AGCO manufacturing facility in the World and was headquarters of AGCO’s European, Middle and Far East operations. The famous tower block was officially opened in September 1966 and had office space for around 500 people.

As with all things change was inevitable and new Massey Ferguson tractors were gradually being built elsewhere, particularly at Beauvais in France. When production was being further rationalised and it was proposed that either Banner Lane or Beauvais would be closed, the French plant proved the more difficult to close due to Government and worker pressure and Banner Lane was to be no more.

The last tractor number 3,307,996 was driven off the production line on Christmas Eve 2002 and the factory site was earmarked for housing. The huge task of decommissioning started before the demolition and clearance of the site, the last part of the demolition and the most spectacular, took place on 8th July 2012 when the 16 storey Tower Block was downed using high explosive.

There are many proposal’s on how the mark the site of the once great factory, a factory that produced so much for the British economy with much of its production being exported. The suggestions range from naming various roads around Bannerbrook Park and naming the school. But, there needs to be a permanent memorial to the tractors produced there, something that continues to remind future generations that at thissite was produced the tractor that revolutionised mechanised farming throughout the world.

Banner Lane “Tower” demolished – 8th July 2012

The tower building on Banner Lane in Coventry which was latterly the HQ for AGCO Europe (Massey Ferguson) for many years was demolished on 8th July 2012 at 1000hrs.

AGCO 2006

The Coventry Council are looking into ways to commemorate Banner Lane and any ideas are welcome by them. There is also an e-petition at :-www.coventry.gov.uk/epetitions  Councillor Thomas is interested in hearing ideas of how the site should be marked for posterity. Please can you let your Ferguson rep or the Committee know your thoughts for a Ferguson Club mark; alternatively Councillor Thomas can be emailed with ideas here Steven.Thomas@coventry.gov.uk

Simon Middleton’s 1947 grey Fergie back at its birth place

© Duncan Russell

6th July 2014 – MF Memorial to tractors built at Banner Lane, Coventry unveiled at Bannerbrook Park.

Andy Peters, of Persimmon Homes South Midlands, Coventry Lord Mayor Hazel Noonan and Richard Markwell, of Massey Ferguson

http://www.masseyferguson.co.uk/banner-lane-artwork.aspx

The new work is the gift of Massey Ferguson and its parent company AGCO. Crafted in bronze and granite, it was unveiled at a special ceremony on Sunday 6 July, 2014 at Bannerbrook Park in Tile Hill, the site of the former factory.

“This new artwork celebrates the production of over 3.3 million Ferguson and Massey Ferguson tractors at Banner Lane from 1946-2003,” explains Richard Markwell, Vice-President and Managing Director, Massey Ferguson, Europe, Africa, Middle East. “We are extremely proud of the legacy of the Banner Lane factory and the pioneering work of Harry Ferguson, which initially took us to the site. The creation of this prestigious new piece is a tribute to all those who worked there over a 60-year period. They helped drive the spirit and camaraderie of one of the world’s most famous farm machinery brands and laid the foundations for its ever-growing success today.”

Banner Lane was the largest tractor factory in the western world and, in further recognition of the Massey Ferguson legacy at the site, it is planned for a road to be named Ferguson Close while a new bridle path – Massey Ferguson Way – is scheduled to open in 2015.

AGCO fully vacated the Banner Lane site in 2006 and established its European Office facility at Abbey Park Stoneleigh, some eight miles away, where it employs 500 people.

July 6 had been chosen for the unveiling of the Massey Ferguson artwork as this marks the date that the first tractor, a Ferguson TE 20, left the assembly line 68 years ago.

Jemma Pearson was the Sculptor of the artwork.

Jemma is opening her studio to the public 26th to 28 July 2014. The main attraction will be the clay original of the 7ft bronze plaque. As the clay sculpture dries out very quickly it will not last forever, but Jemma has been watering it nearly daily for 6 months! The net result is that it is still in one piece and shows all the detail in the same scale as the bronze piece. Anyone interested would be very welcome to come and see it during these three days.

The Studio is in Clun in South Shropshire and the address is: The Studio, Caradoc, Church Street, Clun, Shropshire, SY7 8JW.

Tractors in the Coldridge Collection

Visit The Coldridge Collection in the Ferguson Club Gallery
(Scroll down to ‘Coldridge Collection, Devon’)

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