Now in its fourth printing with 15 more pages, this is the handbook of the John Deere model “A,” 1934-1938. A book that should be on the “must read” list of any unstyled “A” owner. There is probably no other book on the market that goes into so much detail on a single model of tractor. Shows illustrations of nearly every change made in the parts that make up the unstyled “A.” 95 pages, 11x8-1/2 inches, soft cover.
Both books include history, specifications, serial numbers, original prices and much more A Specialized Look Into
The Handbook of the John Deere Model B 1934-1938
The same types of information as available in the book above, except now about the model “B,” written and compiled by a panel of experts who have spent decades collecting and restoring the unstyled version of Deere’s most popular tractor. This book shows nearly every change made in the parts that make up the unstyled “B.” 84 pages, 11”x8 ½”, soft cover, over 200 photos - most in color.
Green Magazine’s 2026/1959 calendar: AVAILABLE SOON! You can order today!
This is one of the 12 photos that will appear in the 2026 Green Magazine calendar.
Tractors pictured in Green Magazine’s 2026 calendar are from 1959
calendar is designed to resemble one from
with those in 2026 so the calendar
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“GREEN MAGAZINE®” (ISSN 0883-5462) is published monthly and released 12 times a year on or about the first of each month for $39.95 per year (Canada: $59.95 per year; Foreign: $69.95 per year) by Hain Publishing, Inc., 2652 Davey Road, Bee, NE 68314-9132. Periodicals postage paid at Bee, NE and additional mailing offices.
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Another Classic Green Reunion is in the books, and once again, it was bigger and better than ever. It looks as if attendance figures will blow away previous records. Visitors to the show were enjoying seeing things they had never seen before, meeting new friends and getting reacquainted with old. Even the weather cooperated with the rain forecast earlier in the week never making an appearance. A great event put together by a lot of great people. You will find much more on the show beginning on page 36.
In the June issue, I wrote about the fantastic gift we would have for anyone who stopped by our table. We gave away every single one of them, and they were so well received that we may have to get more produced for whatever the next show is where we have a booth or table. I would tell you what the fantastic gift is, but those of you who didn’t get one might be sent into fits of jealousy-fueled rage or severe depression.
With the talk in the last issue about “hood burner” mufflers, I teased a new series of articles that would be forthcoming. You will find the first example on page 10, called the “Unrestoration.” I’m not sure if I invented that word, or if it has already been in general use, but it refers to removing the paint from a formerly restored tractor and getting it back to its as found condition. This will be a new experience for me, but I think with advice from a couple of experienced “unrestorers,” I can get the job done.
By the time you read this, the year will be roughly 60 percent over, and so it is time to begin looking at next year—next year’s calendars that is. On page 3, you will see an ad for our 2026 calendar which features tractors from 1959. That means 30 series two cylinders. Don’t wait until after Christmas to order yours.
See you next month.
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In the June issue of GM, Ron O’Neill, “The Tractor Doctor,” wrote about finding a single front wheel assembly for numbered series twocylinder John Deere tractors. He wondered in the article why such an assembly might be found in east central Wisconsin. I know why as I grew up in Amherst, Wisconsin, not far from where Ron resides. I had a number of relatives who were potato growers and during my high school years (1960s), I worked for one of them, a first cousin, once removed. He had almost exclusively JD two-cylinder tractors, among which were two JD 50 models used for various tasks, but in particular for cultivating the crop. All his tractors (including the 50s) had wide front ends with wheel tread set to exactly straddle two rows of potatoes. For cultivating, however, he switched to single front wheels on the two 50s. A Roll-O-Matic would be too wide and damage tubers near the edge of the hills, making the single wheel assembly the preferred option to gain maneuverability for turning at the ends of the rows.
There was (and still is) a substantial potato growing industry in central and east central Wisconsin. Growers can be found around communities in the counties of Portage, Waushara, Marquette, Adams, western Wau -
paca, southern Marathon, and others. Langlade County, of course, also has a large potato growing industry surrounding the city of Antigo. It strikes me therefore as not at all unusual for Ron to find a single front wheel assembly in his shed.
Thanks for the stories, Gary Onan, WI
Richard asked for stories about tractors which were away a long time before returning home.
Our unstyled model “BW” was away for 75 years and 325 days!
Bought in the late ’30s, it was the first tractor on our small mixed farm here in Cambridgeshire. England. When purchased, the fact it was on steels didn’t matter as it only did field work on our farm. But after World War II began in September 1939, and selfsufficiency became important for the nation, the government encouraged every acre to be plowed and brought into production. It was then the “BW” started doing custom work but moving it about on steel wheels wasn’t easy. So, in 1940, it was traded for a styled four speed “BW” on cast disc rears and pressed steel fronts (one of 119 made). After the unstyled left the farm, no one in the family knew where it went.
Fast forward to 1996. I went to county hall to look at the old licensing
records (tractors must have license plates in Britain just as cars do) and, looking through the ledgers, I found an entry for the unstyled “BW” when it was first licensed, but no one else licensed it after it left our farm.
However, further on, I found another entry for the tractor under a different plate number; clearly the new owner had simply licensed on a new plate and furthermore there was another subsequent owner listed in 1954!
I looked up the new owner and rang his farm, a wonderful 90-year-old guy answered, he remembered the tractor well and told me the tractor was with his nephew—who lived only three miles from me!
The nephew was a school friend of my mother’s; he didn’t want to part with the tractor as he has driven it as a teenager. But 20 years later in 2016, he made contact and offered it to me. I viewed the poor thing, partly dismantled and not driven for 50 years due to a clutch fault.
The next day the “BW” returned home 75 years and 325 days after it left, and restoration began; this lasted six years. At some point in the 1950s, it was put on rubber, but during the restoration, I put it back on steel.
I am very pleased to have found and restored our very first tractor.
Darren Tebbitt, England
Show: 62nd Pioneer Days
62 nd Pioneer Days Eau Claire, Wisconsin
August 8-9-10, 2025
Pioneer Park • S4964 Porterville Rd Eau Claire, WI 54701
All three days: Craft & Flea Market • Food • Gas & Steam
Saturday: Tractor Pull registration starts 8 AM - Antique, Classic Farm • Sunday: Kids Day
Gates open: 10 AM Friday • 7 AM Saturday and Sunday
Featuring: John Deere & IHC Challenge All exhibitors welcome!
Plus Tractor Salvage
A’s, Bs, 420s, 430 thru 4010, Hs & Ms Hay Equipment, Balers, Disk Binders & Hay Bines David and Robin Marlin 417-589-2634 • 417-589-3337
322 Marlin Prairie Dr • Conway, MO 65632 Only 70 miles northeast of Branson, Missouri
John Deere Auction
Saturday, August 9 • 10 AM
742 S. 935 Rd, El Dorado Springs, MO - From El Dorado Springs, MO: Hwy 54 east 6.5 miles to DD Hwy North to 951 Rd. Follow signs.
Estate of Michael Bausch
Auctioneer’s Note: Mr. Bausch collected for over 60 years and had a passion for green tractors. From working in the fields to parades, he was proud of his John Deere tractors and loved to share his knowledge with his children and friends. The 720 and 730 have had extensive motor work and are field ready. There are 18 tractors along with a small variety of other items including a side x side and field implements. Also selling JD 855 4x4 w/belly mower, 3-pt. hitch & PTO.
Auction: Michael Bausch estate
You can view the entire auction using the QR code or go to the website. The entire auction should last approximately 2 hours. See you Saturday - Shannon
Use QR code or go to website for more info!
I had been looking for a “D” to “unrestore” for a few months, when what I thought was a perfect victim popped up online. It was a 1929 model, restored, including a paint job approximately 50 years ago, but hadn’t run since. Well, this, that and the other thing go in the way, so I watched for several months as the tractor remained for sale, even getting a price drop at one point. Finally in late May, I called the seller and told him I would take it, and we agreed I could pick it up on Memorial Day. No more than an hour later, I was online again and a 1933 “D” had just been posted for sale. Oh, my goodness, the ’31 through ’34 models are my favorite! It too had been “restored” at some point and was said to run if pull started. As I have written about, I would like to find the 1931 that was my first restoration project, but if I never do, this 1933 would be virtually identical. I thought about calling the man with the ’29 and telling him that I had changed my mind, but decided to be true to my earlier word, forget about the ’33 and go get the ’29 as I had said I would. So ironically, on the Saturday before Memorial Day, the man sent me a text stating that he has decided not to sell it. And so it was that on Memorial Day, Carol and I headed southeast to St. Joe, Missouri rather than northeast to Des Moines to pick up the ’33. Sometimes the universe decides things for you.
So, what do I mean by “unrestore”? In the past, I have joked about how some of us restored tractors back in the 1980s and ’90s. Pull it out of the weeds, get it running by the minimum needs necessary and paint it with a spray can, brush or broom. Many of these restorations haven’t aged well, and today a few collectors are using various methods to give the tractors back their original “patina,” a fancy word for rust and oxidized paint. You’ve probably seen one of these tractors at a show and not even realized that a few years ago, it sported a gleaming coat of Dupont Imron, or more likely green enamel bought at a TSC store. Speaking strictly of cosmetics here, in many ways unrestoring is more difficult than restoring. You can weld
Unrestoration project
The “D” as purchased on a rainy Memorial Day.
a patch in a hole and grind it smooth, or fill a dent with body filler and paint over it, but without paint, you face a whole new series of challenges.
Okay, let’s take a look at the 1933 “D,” a model which many call a “Depression D.” Model “D” production peaked in 1929 with 23,722 being made. Whether the stock market crash had anything to do with it, I’m not sure, but they built almost 10 thousand less in 1930 with 14,478. Almost 10 thousand less again for the 1931 model year with 5,565 produced. Then, with the dust bowl, depression and perhaps some carry over being factors, only 155 were built in 1932 and 607 in 1933. Other than the first and last years of production and during World War II, 1932 and 1933 were the lowest years of production.
I was told that my new tractor had been pull started and driven around a few weeks before I got it, but that it had some fuel tank issues. They were very lucky if they got it to run using the tank on it, because I couldn’t get any gas out of it even with the sediment bowl off. The gas in it was also brown and smelled like turpentine. There is an old trope that says a “D” could “run on almost anything that could be poured into its tank.” Apparently, that is true.
My new tractor has a crazy amount of compression, so much so that I had to take the valve cover off to make sure the valves were opening. Of course, I was about 30 years younger the last time I owned an unstyled “D,”
Little brother “BO” lends a hand getting the “D” off the trailer.
The Fairbanks four-cylinder mag looks funny, but throws a hot spark. The tractor should have a Splitdorf 246.
Below: One of the tractor’s previous owners fitted this “screen” on the sediment bowl assembly to receive gas above the gunk line.
which might have something to do with why I think it turns over so hard. The clutch and transmission work well and the radiator seems good. It also has a DLTX 6 brass carburetor. The hood is in good shape, which I’m told is a difficult item to find, same goes for the steering wheel and spinner. Unfortunately, under that hood is the wrong fuel tank, the three speed type with the starting tank hanging off the back. Instead of the Splitdorf 246T magneto it should have, it has a Fairbanks model from a four-cylinder engine. It’s missing the front radiator curtain, spark arrestor muffler and the drawbar is a bit of a mess. I can live with the front round spoke cut off rims but am not a fan of the rear cut off flat spokes.
After removing the hood and tank, I put a mounting bracket for my test gas tank out of that perforated angle iron stuff we professional mechanics and machinists use, hooked up a fuel line and had Carol behind the wheel of our 4430 give me a pull. For a while, the only result was a cloud of gas vapor, then after a doing some checking, I noticed that the load and idle needles on the carb were both wide open. I tightened them both down to only one
The fuel tank is from a three speed “D.” This tractor should have two round fillers through the top of the hood.
Below: Temporary fuel tank and holder. I got this tank complete with valve and hose for about 20 bucks. Just google “test fuel tank.” Beats messing around with old lawn mower tanks and other junk.
turn open, gave Carol the go ahead to pull some more and soon, the tractor was running. A little fine tuning of the carb and soon I was driving around the yard. It actually ran well with little to no smoke and it even idled nice and slow. Take that, you magneto snobs!
Next month we’ll have the “Depression D” in the shop and see what I’m in for. With hope, “depression” is not the operative word.
The fall of 2025 marks the half a century anniversary of Deere introducing high performance consumer snowmobiles with the “all new” fan cooled Cyclones and liquid cooled Liquifires. Up to now, “high performance” sleds from Deere were either high strung, limited production race machines like the 295/s and 340/s, or the milder JDX consumer sleds. But Deere always seemed a step off of the mainstream performance market due to either an outdated mid-mount chassis layout or, in the case of the 340/s, released a little early in the development cycle. But in the fall of 1975, that was all yesterday’s news with the release of the new 1976 Cyclone and Liquifire models.
We already reviewed how the Cyclone replaced the JDX-8 as the top of the line fan cooled, performance machine for 1976 (February 2025 issue of Green Magazine). While the Cyclone raised the bar for Deere performance machines, the Liquifire capped it for speed and all-around high performance, putting Deere in the ring with the industry front runners for the first time. The Liquifire retained all that was good about the new Cyclone chassis including the wide 32 inch ski stance, long 72 inch wheelbase, the low, front mounted engine, compact, styled chain case with a much stronger “silent timing” chain, disk brake, jackshaft and Deere’s slick new reverse cam secondary clutch matched to a Comet 102-C primary clutch. The two machines shared a basic chassis, fuel tank, bodywork, track, steering and
suspension systems, but they added more to the Liquifire. Horicon gave it more performance with more carburetors, coming standard with dual 34 mm Mikunis, more cooling by adding a liquid cooling system to the machine to keep engine temperatures even and consistent and of course more horsepower. More features included full instrumentation with a 100 mile per hour speedometer, 10,000 RPM tach and a temperature gauge standard. Liquid cooling is a regular feature on modern snowmobiles, but was still a pretty new and novel concept in the early to mid-1970s. But it was not without implementation challenges. For example, Kawasaki introduced a line up of liquid cooled racing engines for Arctic Cat for the 1974 season, but Cat ended up reverting back to “free air” cooling for oval racing in ’75 due to durability and overheating issues. Even with the challenges of added weight and complexity, the writing was on the wall that liquid cooling had advantages to help meet both performance increases and sound reduction goals. By the 1976 model year, Deere was ready to introduce liquid cooling to its retail snowmobile customers.
Kioritz, Deere’s Japanese snowmobile engine supplier, added an additional 10 horsepower in both the 340 and 440 displacements over the comparable Cyclone fan cooled models. This upped the horsepower to 45 for the 340 Liquifire and 55 for the 440 Liquifire. The Liquifire “KEC440/23LC” motor was not just
Deere technician Ed Kruel is posing with a very early liquid cooled prototype machine in Hurley, Wisconsin back in the sprint of 1974. You can see a first generation Kioritz L/C motor casually sitting on the bench. Ed has been kind enough to share his amazing historical photos and memories with us. (Ed Kruel photo.)
Below: These pre-production Liquifires can be seen undergoing testing in Alaska in the spring of 1975. The ribs, pans and fully wrapped around windshields show these are close to production models. Note how they are lacking some final details, like engine size decals on the center of the hood. (Ed Kruel photo.)
a liquid cooled top end placed on the trusty “440/22” fan cooled bottom end either. While two engines share several parts and a family look to them, outside of the case reed valves, recoil, and ignition system, most everything else was unique for the L/C variant. While both motors shared the same bore and stroke, the Liquifire engines had larger main bearings, which required larger crank cases to fit around them. Both engines use an 18 mm piston pin, but the liquid used a thicker upper rod
Your author has always loved Liquifires and purchased my first one way back in 1984 from “Falls Farm and Garden” in Hudson Falls, New York. My brother Tony snapped this picture just outside of Argyle, New York in the winter of 1987. This was my second Deere snowmobile purchase after a ’73 JDX-8 and far from my last.
Below: Deere printed an early release folder in February of 1975 for the upcoming “Big John” snowmobiles called “The new spirit of ‘76” featuring these beauty shots of the Liquifire prototypes. While not easy to find, this brochure packet shows many early features like chrome shocks, mono-leaf ski springs, a smooth sided belly pan, a short, square snowflap, an early “340/s style” windshield mounting system, no side vents next to the fuel tank and most importantly a hydraulic disk brake that did not make production.
bearing and so had a larger connecting rod. And just like the “340/22” and “440/22” fan cooled motors, the new “340/23LC” and “440/23LC” Liquifire motors shared the same “bottom end,” meaning the crank cases, crankshaft and ignition systems were the same between the two engine sizes for the new Liquifire, so the actual differences came down to cylinder bore. The engine cost difference between the 340 and 440 cc’s was probably quiet minor.
Deere initially showed a very different looking prototype liquid cooled motor under the hood of a few modified 340/s racing snowmobiles late in the ’75 season. They described it as a “pressure cooker” style of engine. But a funny thing happened on the way to production. Deere had Henry Dreyfuss Associates (HDA) apply their “industrial design” philosophy to the engine, changing it from rounded siamesed cylinders and one-piece head to larger rectangular motor, with an additional water manifold on the top of that. While it may have looked nice, HDA did not consider the negative effects of the added mass or they considered it an acceptable tradeoff for appearance. Funny enough, the later Kawasaki liquid cooled 440 cc engines used from ’80 to ’84 looked a lot like the “pressure cooker” design and were much lighter than the first
gen Liquifire. Point is that Deere was quite proud of the end result of their directed design changes, even if it made the motor a lot heavier than it otherwise could have been. I do not know if the bottom end required all the beefing up Deere insisted on, but they wanted a durable product even if that meant re-designing about the entire motor.
So, how did liquid cooling work to keep this fancy new and more powerful motor cool? A belt driven water pump replaced the axial fan to circulate the coolant around the machine. A thermostat on the engine would keep the engine temperatures uniform. Deere devised aluminum tunnel mounted heat exchangers mounted under the seat to remove engine heat from the coolant. Snow and ice kicked up from the cleated track would whip around and pick up heat from the grooved surface and lower the coolant temperature before it was returned to the engine. How was this radical new (for Deere) machine received in the marketplace? Well, the Cyclone and the Liquifire certainly changed how consumers viewed Deere’s snowmobile line up as it changed from mid-mount bogie wheel 100 series and “Blitz Black” JDXs to sleek new Cyclones and Liquifires. In the October 1975 issue of Snow Goer magazine, the
Deere produced a small formal, fold out pamphlet to help explain the function and advantages of liquid cooling called “The story behind Liquifire, the new John Deere liquid-cooled snowmobile.” They really wanted to market their new machine and wanted the public to understand it.
subtitle for a Liquifire article was “Everything is perfect but the price.” They opened by saying: “John Deere’s liquid cooled Liquifire 440 is designed for the dedicated enthusiast who is willing to pay the price. And that price is $2,295 ($13,642 today!) They continue: “But, liquid-cooling is only half the story. Advanced engineering, outstanding performance, and solid construction compromise the other half. A precision handling, fast and quiet sled, the Liquifire is a top flight sled that meets every major snowmobiling criteria.” They go on to discuss all the new features and improvements over the previous JDX model, including the extra seven inches of wheel base, the 7.5 inch diameter disk brake but they do bring up its substantial weight. Deere said it would scale at 400 pounds dry
This “Beautiful Bodyguards” brochure photo highlights a later, more finished Liquifire with the wider and longer production snowflap, but still shows other pre-production features. The tapered, multi-density foam seat looked great, but the under-seat heat exchangers cut into the foam depth a bit.
Below: Chuck Moser owns the prototype Kioritz 340cc liquid cooled motor, and built a replica Jon Carlson 340/s experimental racer around it. While fully functional, Deere wasn’t satisfied with the “pressure cooker” appearance.
in the operator’s manual. Snow Goer weighed it at 455 pounds dry, and full of all fluids or “wet,” it pushed 505 pounds. But they said: “The Liquifire is a good big sled” and ended their article with “That’s the charm of the Liquifire; it can do it all.”
How does the Liquifire’s reputation hold up after 50 years? In general, collectors (author included) like them. The ride is smooth and stable, the handling is predictable within the limits of the suspension travel. I still feel the graphics package is one of the nicest ever put on any snowmobile, Deere or otherwise. The sound is distinctly mellow and not hard on the ears. The case reed, iron bore Kioritz motor is generally quite durable if the crank seals are serviced and the coil cover is left off. The original Prestolite CDI ignition is a weak point, but aftermarket solutions exit thankfully. The chassis is strong and durable, as is the suspension with proper maintenance. The original Goodyear “bonded” 15 inch cleated track was another weak point and was updated a year later with the two-thirds’ riveted cleated
By the time Deere was done applying “industrial design” to the engine, it was larger and heavier than the prototype version. The bare motor without a clutch, motor plate, carbs, or exhaust manifold was pushing 75 pounds and probably would have several pounds lighter had it not been squared off. On the plus side, aside from the Prestolight CDI, the motors are basically bulletproof and quite durable with long wearing iron cylinder bores.
version that most of the ’74 to ’76 sleds have been long since updated to. Some collectors make the jump to modern rubber tracks to ditch cleats all together, but it not a simple bolt in operation.
Deere kept improving the first gen Liquifire for its three years of production and even based their most notorious race sled on it. But that’s a story for another time…
Joe Rainville is from Fort Worth, Texas. To contact him, send an email: joerainville@hotmail.com
Deere ran a series of one and two page ads and even billboards to promote their new liquid cooled beauty. The Liquifire was a big step forward from the JDXs of 1975 with new engines and all new chassis, and they wanted the snowmobiling public to know it.
Below: To help promote the introduction of the sleds, Deere dealers gave away bumper stickers, sold “Liquifire cools it” ice buckets and of course offered the matching black and silver clothing, even in children sizes.
DECALS
Our vinyl computer cut decals are a Licensed Product of Deere & Company.
• For John Deere tractors & equipment!
• Looks like silk screening.
• Pressure sensitive die cut vinyl.
• No film between the letters...they are on pre-spaced application tape.
REPRODUCED PARTS
• Nameplate for 1010 thru 7520, stamped, raised letters, like original.
• Medallions for styled AR through 830, including industrial tractors. Also medallions for steering wheels, power steering and non power steering.
• Correct size medallion: 320, 420, 520 USA made.
• D306R D manifold gasket.
• F55R early G head gasket.
• Air stacks for A, AR, AOs & B, BR & G unstyled tractors; also styled A, B, G, R, 80, 820.
• Air stack adaptors for 620-630 & 720-730.
• Tool boxes.
• New valves and guides: GP, D, G, A, B.
• Replacement upper and lower water pipe for 2 cyls.
• Flat top fenders 530-730, New Generation.
• Clamshell and also New Gen Hi-Crop fenders.
• BO Lindeman steps, side plates and fenders.
• PTO shields & casting 520-730.
• GP dust shields for brakes and muffler parts.
• Grill screens, back and seat cushions, arm rest.
• Spark plug wire looms for A, B, G, BR, BO & AR, AO.
• New radiator cores for John Deere and other tractors that use bolt up type radiators (made in USA).
• Wire hose clamps for unstyled A, B, G, 50-630 & 80-830.
• Reproduction steering wheels A-830 and New Gen.
• Early D & GP fuel tanks.
• We bore and sleeve JD 2 cylinder blocks.
• We rebuild carbs and mags for JD & other tractors.
• We carry new parts for Wico mags, also for pony motors.
• Rebuilt mags and carbs for sale.
These exhaust pipes are made with smooth mandrel bends like the originals
MADE IN USA
We make styled and unstyled A, B, G, GP Top Steer and 50 through 730D.
4 MUFFLERS
D, AO, GP, GPO Spark Arrestor Style D, AO, AOS, BR, BO A, AR, B, G Styled and Unstyled 50 through 730D
50 through 530 horizontal, 60, 620 Orchard Made in USA • Restoration Quality
4 AR28048, AR28049 NAMEPLATE
Stamped, polished aluminum like originals Fits 1010 through early 7020
4 T10551 NAMEPLATE
Like original, stamped polished aluminum with raised lettters, flat black background Each 3-3/8” x 27-3/4” • $140.00 per set plus S/H
4 HYDRAULIC OUTLET PLUG
AF3001R, steel w/chain - 2 cylinder AR52623, plastic w/chain - New Gen 4 AR45915 RAIN CAP Fits 3020-4020 side console models
4 CHROME STACKS
Double walled, straight or curved 4 “ NEW” BATTERY TRAY For 4000 model with brackets
The 50 horsepower John Deere model 70 was released in April of 1953 as the company’s big row crop tractor. Built to compete against the biggest row crop offerings from other manufacturers, the 70 brought power, torque, efficiency, and a myriad of features to the field. It was also available as a standard tread tractor and a Hi-Crop. Deere added a diesel engine to the 70 as an option starting in 1955. This brought diesel power to Deere’s row crop tractors for the first time. It quickly became the most popular option, but for some farmers, especially those in colder regions where diesel engines were tough to start and fuel gelling was a more common issue, the spark-ignited engines remained favored.
Deere replaced the 70 with the 720 in 1956. The model change brought with it a number of improvements, including a more powerful engine, and sales remained high. Deere released the 30 series for the 1959 model year. IHC and Case were bringing out a new series of tractors, and Deere wanted a new line of their own to remain at the top of customers’ minds. The 730 replaced the 720 with its release in August of 1958. The tractors were mechanically identical to the 720, but they included a number of quality of life improvements and new, sleeker sheet metal.
Besides challenging the new releases by IHC and Case, Deere’s release of the 30 series was also a bit of obfuscation. The New Generation tractors had been secretly under development for years, and those in the know at Deere were aware that it would be just a couple of years before those tractors were released. Releas-
ing the 30 series made it appear to competitors, customers, and even the company’s own dealers that Deere would be sticking with these models and designs for some time, making the release of the New Generation even more of a surprise. Deere was also able to use these new tractors as a test bed for some of the simpler features that
The 30 series were originally designated the 50 series as this preproduction gas standard shows.
were planned for the New Generation. On these tractors, Deere could see how they were received, how they held up, and if there were any problems to address.
All of the spark-ignition engines for the 730 were all new designs when they were released with the 720. These engines had a total displacement of 360 cubic inches and had a new combustion chamber that used the cyclonic combustion on the older tractors, but added a new chamber design and a new piston head shape to further improve combustion. A higher compression ratio could be implemented with these additions, giving the tractors more power, torque, and fuel economy.
The distributor had been moved from the governor housing to the main case and driven directly by the camshaft. This cut down on the error in the timing of the engine, especially as wear introduced slop into the system. Bypass starting allowed a full 12 volts to get to the coil during startup, but cut that to six volts during normal operation. This guaranteed a hot spark during cranking, but saved wear and
tear on the points and condensers. The engine’s speed had been increased to 1125 RPM. The crankshaft was made of a lighter steel alloy. The connecting rods were revised and enlarged.
The stroke of the engine was reduced but the bore was increased. The total displacement dropped by 19 inches when compared to the 70, but given all of the other improvements, the power was greater.
While all of these dimensions and specifications remained unchanged when the 720 became the 730, there were a few minor differences and some changed calibrations in the engines put into the 730. None of these was significant enough that Deere thought it necessary to send a tractor to Nebraska to be tested, nor did they claim any different number as a horsepower rating. So, for all intents and purposes, the 720 and 730 had the same engines with the same horsepower.
Speaking of those Nebraska tests, the engines on the 720 and 730 performed well. The gasoline and LP-gas engines produced over at 57 horsepower at an efficient rate. The allfuel tractor lagged behind, however. It only managed to create 44 horsepower at the belt. These engines had become a poor seller for Deere, and Deere did not bother to put a lot of time into finding power in them. Distillate fuels did not have the advantage of low price that they once did, because gasoline had
Klayton Walker owns this row crop, LP tractor with wide front.
Here’s another 730, this time with flat top fenders. It’s owned by Luke Hess.
become much cheaper, in comparison, than it once was. Deere was happy to let the engine coast along for the few customers that it would satisfy.
The sheet metal and styling did take on a noticeable change. Dreyfuss and Associates were again hired to update the look of the tractor. What they did was make the sheet metal rounder, with fewer angles and breaks. This was particularly obvious over the hood of the tractor, which curved down from the top and over the sides. The steering shaft no longer came out of the top of the hood. Instead, it left the center of the new dash. This arrangement allowed for a more comfortable and natural angle of the steering wheel to be achieved. Finally, as an option, new deluxe flat top fenders were available. These looked good, protected the op-
This row crop 730 owned by Jim Vranek looks like it is ready to hit the field.
Left: This John Deere 730 LP with drop axles for a 22 cotton picker is owned by Brett McEuen. He plans to have it complete and restored for Classic Green Reunion 2027.
erator more completely, and provided a great place to house the headlights. Three chassis types were offered for the 730. It came as a row crop, standard, and Hi-Crop. Any of Deere’s four engines could be ordered on any of these chassis. In fact, outside of wheel and tire choices, most of the options available to the 730 were available on every chassis type.
Standard equipment on the 730 included manual steering, a plain rear axle housing cover, an adjustable seat with either black or yellow cushion, an adjustable swinging drawbar, a belt pulley, a full-flow oil filter, two front lights, one combination rear light, a platform, and a six-speed transmission. Deere offered many options for the 730, such as power steering, rockshaft, remote cylinders and valves, three-point hitch with or without load and depth control, “Live
540 RPM PTO,” Float-Ride seat, deluxe flat top fenders with four front lights, a speed-hour meter, electric fuel gauge (for gasoline and LP-gas tractors), high altitude pistons (for gasoline and all-fuel engines), cigarette lighter, air precleaner, vertical air stack, special transmissions, oil heater and water heater elements, several different front axle options for the row crop chassis, various wheel and tire options, and more.
Steel wheels were still available from Deere. Some customers worked in conditions through which they believed only steel could pull. Row crop tractors used AF1713R wheels, which could bolt directly to the regular wheel centers. Deere provided AA2345R spoke-type wheels on tricycle tractors
for front end equipment. On wide front ends, the JD1279R wheels were used. Standard tread tractors also used the JD1279R wheels, but put AF1884R wheels on 30 inch centers or AF1885R wheels on 26 inch centers in the back. Extension rims were available on the front and the rear. There were several lug types available for the rear wheels. None of these steel wheels or options were actually on the options list. They were all orders taken by special request
Jeremy Kintzler owns this rare 730 all-fuel standard. You can see the filler neck for the starting tank at the back of the hood.
made the machine more productive, more efficient, and more enjoyable to operate than any other machine on the market. Beyond that, the big twocylinder engine wasn’t quite dead yet, and these tractors could out-pull just about anything else in their power class.
only. Any steel wheel on a 730 would be an extremely rare sight today.
While Deere’s competitors would disparage the 730 as being an “antiquated” machine, they couldn’t have been farther from the truth, particularly now with the 30 series tractors. The two-cylinder design was an old one, and Deere clearly saw that it was nearly at the end of its useful life, but the 730 was packed with more cutting edge features that
When new ASAE standards came into effect, Deere offered a new option for the 730—a 1000 RPM PTO. Starting on March 2, 1959, a customer could have these PTOs installed at the factory, or they could buy a kit to change the internal components of their tractor to permanent 1000 RPM operation, or purchase an external speed changer to convert the 540 RPM PTO to a 1000 RPM PTO. Farmers generally stayed well away from any of these options. They already had machinery on their farm that required a 540 RPM PTO; few were interested in trading all of that in for new equipment just to follow the standard. While this standard was set back in the 1950s, both 540 and 1000 RPM equipment are still
being built today. Deere’s tractors would probably have performed PTO-powered equipment a bit better with a 1000 RPM PTO, because the faster speed would have helped to even out the unevenness of Deere’s two-cylinder engines. Nonetheless, few two-cylinders Deeres were equipped with the faster PTO.
March 2 of 1959 was also the day when Deere offered new wheel and tire options for the 730 Hi-Crop and standard tractors. New 18.434 tires gave these tractors higher flotation and more traction, but required a new wheel. The R21480R wheel was created for them, and the AR21601R rack and pinion rear stub axle was also made to fit these wheels to the 730 Hi-Crop. Only tractors equipped with 18.4-34 tires used these stub axles.
730 Row Crop Production Numbers and Serial Number Breaks
730 Standard Production Numbers and Serial Number Breaks
*These are the serial numbers for the first and last standard tractors built for that year. However, tractors bearing the serial numbers in between could have been standards, Hi-Crops or row crops.
While Deere did not make a decision 730 industrial tractor, they did advertise every sort of 730 to industrial customers. When sold, a 730 going to one of these customers would be painted in industrial yellow, John Deere yellow, or green and yellow as the customer requested. There were no changes in the production of the tractor—it was built just the same as one destined for agricultural use. The only special options for industrial customers were an 18.00-26 road grader tire option for standard tractors and the AF3910R weight package, which put 1,396 pounds of ballast on the rear axle.
730 Hi-Crop Production Numbers and Serial Number Breaks
**These are the serial numbers for the first and last Hi-Crop
for that year. However, tractors bearing the serial numbers in between could have been standards, Hi-Crops or row crops.
built in Monterrey, but that was all.
Deere continued to build the 730 for some time after the rest of the series had been retired. Waterloo built the 730 until March 1961. That said, the last tractor that was shipped to a destination within the United States was built back in June of 1960. Every tractor after that was exported. While Deere did continue to build the 730 for another decade at its new Rosario, Argentina and Monterrey, Mexico facilities, nearly all of those were diesel machines. A few all-fuel row crop tractors were
The 730 was the most popular tractor of the 30 series. Even only counting the tractors built in Waterloo, production of the 730 puts it at number 18 on Deere’s list of alltime most produced tractors. This is good news for the collector, because while the 730 is a popular tractor that almost everyone wants as a part of their collection, there are a lot to go around. That said, about 70 percent of them were diesel-powered. For those looking for a 730 with spark plugs, the search is a little more difficult. Fewer than 8,000 730s were built without diesel engines, and some of the engine/chassis combinations were incredibly rare. There were
only 28 all-fuel standards built, for instance, and just six gas and four all-fuel Hi-Crops.
The 730 was the pinnacle of twocylinder row crop design. They were a machine with a lineage going back to the venerable model “G,” but which offered a peek into the future where operator comfort and ease of use were a new focus. At the same time, they were one of the most handsome tractors that had ever been built, and in many eyes, they still are. Their popularity in 1959 and 1960 should not be surprising. What is truly impressive, and what proves just how great of a tractor these machines were, is how they have remained popular for over 60 years.
Complete clutch rebuild kits and clutch lining kits
cores, water pumps, bolt kits
PARTS TRACTORS
Late A, 530, 720D pony start, 50, 1020G, LA ES, 50 w/801 hitch, G, uns A, 730G, 5020, uns G, 430T, 2510G, 730 LP, 2010D, 530, late 520, ’39 B, BN, 40U, ’53 AO, ’41 H, ‘46 A, late A’s, ‘46 B, late Bs, slant dash B, uns B, sty D, G, uns L, M, MT, R, 40T, 40U, 40W, 70D std., 70G, 420U, 420W, 440 w/ reverser and PS, 440 gas, early & late 50s, early 60, 60 w/power block, 620, 620 LP, 630, 630 single front, 70G, 720G, 720 LP, 720D pony, 730D, 730G, 820, 1010, 2010, 2010D, 2010RU, 2020, 3010D, 3020, 4020D.
Most of these tractors are parted out & on the shelf—ready for quick shipment!
Oversize pistons available again for many two cylinder tractors
Tachometers and cables
• We ship DAILY
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Hundreds of tractors parted: Wide fronts, 3-point, carbs, starters, etc. • NOS parts MODELS A THROUGH 730 A&L PARTS
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A&L Parts
432 N. Flat Street • Penn Yan, NY 14527 Phone 315-536-0543
Wiring Harnesses - Cables - Switches
We build restoration quality wiring harnesses to fit these John Deere models and their variations:
Compact Tractor: 790, 850 Snowmobiles: 340 Cyclone We also carry: Starters, Regulators, Generators, Alternators, Relays, Coils, Lights, Alternator Brackets, Pulleys
Have you ever played one of those “brain games” where you spot the differences between two photos? We recently met a person who would win that game every time. When it comes to seeing the details, Wes Malcolm is an expert. His book, A Specialized Look Into The Unstyled Model A, is filled with pictures of differences. Chapter 1 begins showing side by side images of steering wheels, seats, seat supports and springs, stencils, fuel tanks, air cleaners, and the list continues. These pictures, and the writing that accompanies them, point out differences, listing dates or “decisions” for when a certain component was used on the John Deere model “A” tractor.
Wes became an expert over time through observation. He has spent countless hours examining model “A” tractors belonging to friends, and those at auctions and shows as well as owning several model “A’s” himself. He began recording the variations in parts that he saw from the more obvious, like the open fan shaft and the General Purpose tags, to the little nuances, such as casting stamps and part sizes. The unstyled John Deere model “A” was built from March 1934 to mid-June of 1938. Wes recalls that once the “styled” models began, he heard the term “flat fronts” used by farmers when referring to the unstyled tractors. Wes owns one of
the rare “AA” models, originally serial number 410003 but now renumbered as serial number 411928. He meticulously restored this tractor to represent an actual “AA” model as it was originally. His model “AA” was built April 15, 1933. The model “A” tractor has long been a favorite of Wes Malcolm’s, from early in his life when he worked on the farm alongside his dad. He remembers his experi-
ences on a 1936 model “A” when he was 9 or 10 years old, hiring out to do farm work for the neighbors. He would rake or bale hay and other small jobs. There was the 1938 model “A” he bought when he was 18 years old. He went to a show and saw some old equipment there and thought about some of the tractors he had used. At this young age, he saw the value in purchasing some of the old tractors even before they be-
came sought after by collectors. He approached a neighbor who was no longer using the 1938 “A” and asked if he could buy it. They arrived at a price; Wes recalls it was something like $35, but that was a lot of money when he was 18 years old. The neighbor put gas in the tank and Wes drove the tractor home.
Wes says his favorite tractor, a 1937 “A,” was one he saw day after day from the window of the school bus as a junior high and high school student. It was nothing special but he set his sights on it and eventually purchased it. The 1937 “A,” as
a couple of days away from being completely scrapped. A salvage man from Dunkerton, Iowa had gotten word of it, but after looking at it, decided he didn’t want it. Knowing of Wes Malcolm’s interest in the 1934 model “A” tractors, he called him to see if he would be interested in it. Wes said the paperwork trail on the tractor made him curious so he said he would take it. In taking it, he took on a huge but rewarding restoration project.
These days, Wes shares his tractor collection with son, Mark. Between the two of them, they
well as the 1938 “A,” are still in his possession.
Early in Wes’s obsession with the John Deere model “A,” he began keeping a registry of 1934 model “A’s.” He has continued it over the years and also handed ownership off to other collectors at times but it always seems to find its way back to him. It was in keeping this registry that he located the model “AA,” serial number 410003/411928. The model “AA” was at a junk yard
the truck was moved, Wes reoccupied the space with, you guessed it, tractors. He managed to wedge eight tractors in this circular space, protecting them from the Iowa weather, be it sun or snow.
Wes credits a cumulative effort that got his book on the John Deere model “A” researched, written, and published. Originally the book was inspired by encouragement from a friend. When the friend was visiting Wes at the farm and saw all the model “A” tractors, he said Wes should write a book, so Wes did. Once it was written, Wes spent a
own around 25 model “A’s,” 12 of which are unstyled. They also have several unstyled model “Bs” and “Gs.” Their oldest tractor is a 1930 “GP.” At the farm, the lucky tractors are tucked in to buildings here and there but there are still some that sit outside. Several years back, his grandson wanted to store a truck on the farm and Wes told him he could cut a door in an old grain bin. The truck was stored there for a while then, when
week at the Deere and Company Archives gathering supportive information. The model “A” picture on the front and back cover of the book was obtained during the week of researching. Later on, he would be the owner of this tractor, the “AA” serial number 410003/411928.
When laying the groundwork for his book on the model “A,” Wes created a folder as a collection method for his own record. It contained around 30 pictures of
the experimental model “A” tractors and information he located on several of the farmers who had received model “A” tractors to try out. By the time of his research, they had all passed on so he collected their obituary info. Wes was able to talk with the widow of the farmer who owned the first serial numbered model “A” tractor sold, serial number 410000. She was in her 90s when Wes met her and is long since gone now, too.
Once everything was ready for the unstyled model “A” book to be published, the interest Wes’ friend had shown was no longer there. Wes decided the work was already done so he hired a local newspaper to print the first edition of 800 copies. It was first published in 1996. Later, Wes was approached by Green Magazine, expressing interest in reprinting the book. The second edition was published in 1998. The book, A Specialized Look Into The Unstyled Model A, is now on its fourth edition, with editions two, three, and four all being published and marketed by Hain Publishing/ Green Magazine.
The success of the model “A” book led to a book on the model “B” that was truly a group effort,
involving a team of 10 people, one of which being Wes. He is credited with writing the chapter on the experimental “B,” identified as the model “HX.” In his chapter, he highlights four different farms where the model “HX” was used and tested. The book is laid out in similar fashion as the model “A” book with sections for each part of the tractor including engine, drive train, operator station, frame, pedestal, front axle, hood, tank,
sheet metal, accessories, extra equipment, and wheels. The book finishes out with original prices, serial number breaks, and specifications. Just like Wes’s book on the model “A,” there are plenty of pictures throughout the book.
We met Wes Malcolm at the 2025 Classic Green show in West Bend, Wisconsin. It was his first Classic Green show and he exhibited the model “AA,” serial number 410003/411928 along with another 1934 “A” that sported Electrowheels instead of the more common French and Hecht spoke wheels. Wes enjoys going to the local tractor show held at Antique Acres in Janesville, Iowa in August each year. It is located about an hour from his home.
In his spare time, when not tractoring, he likes to read about science, religion, and history. He collects books, newspaper, and magazine articles. One of his favorite memories was a visit he made with Colin Johnson to visit Marvin Wilson, owner of the 1923 model “D,” because it combined both history and tractors. Wes lives in Hampton, Iowa with his wife, Cindy. They are parents to two sons and have four grandchildren and one tractor loving great grandchild.
Model “R” industRial
Beginning in late 1925, Deere promoted the “John Deere Industrial Tractor,” which was a model “D” equipped with hard rubber tires, a variety of weight packages and high-speed drive sprockets. In 1934, Deere sales manager Frank Silloway began looking for new markets for Deere tractors, and one of the results was an agreement with Caterpillar whereby Deere would take over Caterpillar’s combine business, and Caterpillar dealers would sell Deere’s newly introduced industrial tractors, the first of which was an updated version of the industrial “D.” The “AI” and “BI” would make their appearance a year later. And yes, they were eventually joined by the “LI.”
Whether it be the products themselves or the lack of interest and motivation of the Caterpillar salesmen, “moderate” would probably be too generous of a word to describe sales of these tractors, and with the breakout of World War II, the Waterloo factory stopped building industrial tractors for almost a decade.
In 1949, Deere introduced their first diesel tractor, the model “R.” Big, heavy, rugged, and fuel efficient, it had all of the qualities which could have made it a perfect candidate for an industrial tractor, so why was there never an “RI”? Well, there was, almost.
Tractors number 10859 and 10860, which would be considered 1952 models, were shipped to the Experimental Department where they remained for two weeks, then shipped to the experimental farm near Little Rock, Arkansas. We don’t know the exact path that these tractors took from there, but tractor 10859 was eventually owned by Don Merrihew of Mt. Pleasant, Michigan in the 1990s and then found its way to the Long Island, New York area. Mark Johnston of Geneseo, Illinois was able to purchase the tractor.
The most prominent feature
of the tractor is the frame with its finished pads and threaded holes for mounting various pieces of planned industrial equipment. Beneath the “chin” of the tractor you will find an adjustable mounting bracket, most likely for a dozer blade. A hardly noticeable bracket above the pulley seems to have been used to hold hydraulic hoses as they snaked their way from the hydraulic couplers at the back of the tractor to a cylinder at the front. Anyone who has had to manhandle an “R” in tough conditions can imagine what handling one with a
Mark Johnston’s “R” sits in the industrial display at CGR 25.
Close up view showing attaching points on frame.
This assembly is not seen on other “R” tractors.
Part of bracket left over from hose or oil line holder.
front blade must have been like. No one that we know of has found 10860 yet, so 10859 seems to be the only “R” industrial out there. Were there “R” tractors that left the factory in industrial yellow or highway orange? Definitely yes, in fact the author went off to look at one that was for sale locally many years ago. I wish I had taken a little closer look at it now, but it had clearly had a hard life, and it was more than I wanted to tackle at the time. But back to the point, underneath the paint, these tractors were no different than the ag tractors.
Here’s an example of one of those yellow tractors. Tractor number 14968 was originally shipped to Springfield, Illinois and was purchased at auction by Ethan Byrum of Kokomo, Indiana. After getting the tractor home, he began to notice yellow paint under the green. A buff primer used on castings of tractors of this area is sometimes mistaken for yellow paint, but in this was definitely yellow paint, and besides castings, it was also on the flywheel cover, fuel filter cans, clutch lever, seat frames and many other areas. The tractor has no PTO or hydraulics, but it does have heavy brake castings and shields, normally only found on rice field tractors. After consulting with a couple of industrial experts, it was concluded that it was a factory yellow tractor equpped to make the tractor ready for severe use.
Left side view of the “R” industrial.
Kit Cleans Up Older Deere Hydraulic Mess
Scott Grove cleaned up leaky hydraulic valves on his older Deere tractors with a simple insert. The long-standing problem is one the company has yet to fix. Grove says it forces him and other owners of Deere tractors to replace O-rings on a regular basis, only to have the mess return. Grove’s fix eliminated the mess and the need to replace parts. With the Grove Conversion kit:
• Convert to ISO with easy push-pull connection
Wapsi Innovations
• Couplers connect under residual pressure with breakaway feature
• Kits available for 10 through 70 series JD tractors manufactured from 1961 through 1996
• Inserts are made in the USA. This product is protected under US Patent 10,760,725 B2 and other patents pending.
Installation consists of stripping the OEM outlets down to the block, removing the barrels and O-rings, and replacing them with the inserts. Grove then adds the aftermarket ISO coupler that threads into the insert. Installation instructions can be found on the Wapsi website.
Kits for 10 series are priced at $315, kits for 20-40 series are priced at $329, and kits for 50-70 series are priced at $355. Also watch the website for more additions coming soon. Grove suggests checking with local Deere dealers & local repair shops or Wapsi Innovations directly.
More than 14,000 people visited the 2025 Classic Green Reunion in West Bend, Wisconsin this past June. Visitors came from 45 states and seven countries to meet friends and view over 1,100 exhibits.
Evening highlights included the trivia night, fish fry, annual meeting and the banquet where featured speaker Scott Gottschalk, who suffered a serious motorcycle accident earlier
that day, spoke on a variety of topics ranging from how his family became involved in John Deere collecting to his fundraising efforts to combat human trafficking. There was rain in much of the area, but it managed to miss West Bend, and the area was also blessed with moderate temperatures.
Start making plans now to attend the Classic Green Reunion in June of 2027 at the Georgia National Fairgrounds.
Celebrating its 90th year, the model “B” was one of the features of the show, and there aren’t too many older than this tractor. It’s serial number 1006 and it’s owned by Bruce Johnson of Rochelle, Illinois.
Have you seen many yellow 4010s? This one was sold new to the Quad City Airport and is now owned by Dan DeRycke of Galva, Illinois.
Right: John Vinopal of Mauston, Wisconsin displayed this “M” and complete line of machinery.
Waterloo engines were one of the features of the show. This 14 horsepower unit was shown by the Bollingers from Chelsea, Michigan.
Right: Shannon Cramer brought his nickel hole flywheel “D” to the show.
Below: Harry Mullins of Foristell, Missouri built this minibike powered by a 720 pony motor.
Right: Looking like something from an ad in 1978 was this lineup of 40 series tractors owned by Ken Birschbach of Fond
Du Lac, Wisconsin.
Once again, Trivia Night, hosted by Dave McEachren, was a popular event.
Right: Three beautifully restored Dubuque forklifts from different eras.
Left: Industrial fans had plenty to look at and discuss.
This Waterloo type “T” stationary engine was brought to the show by Hans Knutson.
Left: Chris Boyens brought this 1917 Velie.
Saturday, June 14, 2025—it was the last day of the Classic Green Reunion: a three-day event that for this year was held at the Washington County Fair Park and Convention Center, just a short mile or two south of West Bend, Wisconsin. Traveling south of West Bend on Highway 45, it was easy to identify from the highway (Photo 1). There was a huge white tent, a sea of vehicles, numerous buildings, and best of all…John Deere tractors and pieces of machinery as far as the eye could see.
Jo Anne and I live just an hour north of West Bend, and because of prior commitments and the weather not the best for the first two days of the event, we chose to head down there for the third and last day. Those who were at the event all three days stated that the weather had not been a concern, and that the misty rain in the northern part of the state had not been a problem or dampened the event for West Bend. Without a doubt, Saturday was a beautiful day with sun and a pleasant temperature of 74 degrees. Just for the record, when we left home at 8:30 a.m., it was totally overcast so much that what sounded like a commercial airplane flew over; we could hear that it was low, likely scheduled to land in Green Bay or Appleton. We couldn’t see it; the cloud cover was so dense! In Oshkosh, where we live, it was cool and around 60 degrees, and it looked like it could rain any minute. Anyway, Pleasant Valley Road off of Hwy. 45 took us
right to the main vehicle entrance and parking lot.
We paused for a bit to take some pictures of the event before we went in to park. It was 9:30 in the morning and the number of cars and trucks that were there made for a “fair” walk to get to the heart of things; pun intended. After checking in and getting our wristbands, our first destination was to locate the Green Magazine area and hopefully meet Richard and Carol Hain, the editors and “backbone” of the magazine. It has been a bunch of years now (I started in February of 2007) that we have been writing articles in the magazine and I had never met up with the Hains in person. Can you imagine writing for someone that long without any formal contract or agreements? I guess that’s how “old school” works; too bad there isn’t more of that old school way of doing things these days.
We had a nice visit and caught up on a few things along with handshakes, hugs and a great photo of the four of us together (Photo 2). This at least proves that we DID show up for the event. Handshakes for Richard and me, hugs for Carol and Jo Anne and we were off to have some fun in the sunshine.
Our first stop was a ride on the John Deere teeter-totter (Photo 3). Jo Anne had seen a picture of this gem on Facebook on Friday and there it was, made with the rear differential housing of an old John Deere, rear wheels, and two vintage tractor seats. It was a sure way to get off to a good start. A nice man had to give us a few instructions on how to get loaded up on the thing, but after that we had the hang of it. Besides the typical up and down movement, it also spun around in circles. When’s the last time you were on a teeter-totter?
Photo 1
Now then, where does one start (Photo 4)? With all these beautiful old John Deeres, it was evident that one day was not enough to take it all in, but we did the best we could for two hours until we had done more than enough walking. One of the reasons for my being there was to get a closeup look at some of the models in their restored condition, and to get motivated and inspired to get after some of my own restoration projects. Take, for instance, this beautiful 320 (Photo 5), or one of several 820s (Photo 6). Jo Anne spied this orchard tractor (Photo 7) from the neighborhood where she grew up. I wonder how many have ever heard of New Holstein (or Jericho) from the “Holyland” east of Lake Winnebago. I saw this beautiful mini bike (Photo 8) that was powered with the pony motor from a John Deere 720 diesel.
It’s amazing what people come up with and make everything functional. Carol Hain told us that before we leave, we must find the guy in one of the expo buildings who had a huge display of scale model tractors and equipment that are all made out of PAPER. We DID locate Matt (Photo 9); we were amazed. He is a retired Air Force veteran from the Iraq/Kuwait conflicts. While he was deployed, some friends had sent his
Photo 3 • Photo 4, below
Photo 2
Photo 7 • Photo 8, below
Photo 6
Photo 5
unit boxes of Green Magazines, and so his hobby began. His attention and accuracy to the detail of each item is beyond words. It is said that a picture is worth a thousand words, but our pictures cannot do justice to what this man does with paper to create these
models (Photos 10 and 11). They looked so real it was just hard to fathom the time and thought involved. Understandably most models were encased in plexiglass with a few notes on the display tables to “please do not touch.”
As I mentioned, it was time for a break and time ran out, so we needed to head back home to get back at our “to-do” list. But we were there and we had made the most of it. If I were to do this type of event again, I would take our old John Deere Gator along to ride in, and then likely we would have spent more than one day there. But as always, there are things to do at home and you know what they say—“home is best.” We were thankful for the beautiful day, thankful that we did take time to go to the event, and thankful too for a safe trip to and from.
When we arrived home, it was right back to work for us. Our neighbor, Dan, had a four-acre field that he
wanted planted with a pasture mix and oats cover crop, and he had asked for my help. I did just a round or two for instruction with my John Deere “A” and the Van Brunt drill and Dan (Photo 12). After hearing so many John Deeres run at West Bend in the morning, it was great to hear my tractor putt-putting along, getting some work done.
Before it was over, Dan got his first lesson on how to operate a handclutch tractor. He is a quick learner and passed with flying colors. Now he wants a John Deere “A.” And at the end of the day when we finally sat down to relax and have a beverage, we were graced in our backyard (and the waterway that is now dried) with a turtle that transformed into a beverage cart (Photo 13).
Until we meet again (and I hope that we do), happy trails and may God bless.
This column is written by Ron and Jo Anne O’Neill.
Photo 9
Photo 12 • Photo 13, below
Photo 10 • Photo 11, below
I feel that farm toy collectors in Wisconsin are very fortunate in that we have many toy shows to choose from during the fall and winter months. From January through March, it seems that there is at least one show each week. All of these shows provide an opportunity for collectors to gather, make trades and purchases, and simply enjoy the hobby with one another. This year I attended a show on March 9 in New Holstein, Wisconsin, which is about a one-hour drive from my home. I had never attended this particular show before, despite the fact that this was their 31st annual event. It seems
that either the weather was a factor or I had something else going on. I was really surprised at the large number of vendors and the variety of “stuff” available.
One of the first tables I looked at had several vintage toys representing a few different brands in 1/16th scale, primarily from the 1960s. I noticed a 3010 tractor that was a little bit dusty, but appeared to be complete. Picking it up, I noticed that the condition was excellent and the asking price was $65. I offered the seller $60 and he accepted. I really didn’t need another 3010 tractor since I have one. However, the condition of this new one is better than the one I have, and for the price, I simply couldn’t pass it up. So, let’s take a look at a few of the notable items on this tractor that weighed in on my decision to purchase it. Photos 1 and 2 provide left and right side views after I had washed and cleaned it a bit. Note that there are no noticeable scratches on the body of the tractor or on any of the wheels. The tires are fully intact and show no signs of wear. Hood decals
that are complete and straight are a big deal for me, and on this tractor they are both (Photo 3).
Photo 4 shows the rear of the tractor. There are no scratches on the hitch, suggesting that implements were rarely, if ever, attached. All of the three-point hitch components are straight, tight, and unscratched, again suggesting that they were used very little. Looking at the dash (Photo 5), I found one factory flaw. Note that the top “half” of the shift lever on the right side of the dash is gone. However, it is fully covered in paint, indicating that the shift lever was either broken as the casting was removed from the mold or metal never fully filled the mold. This type of “defect” is not uncommon on these tractors. The rest of the levers
Photo 1 • Photo 2, below
Photo 3
Photo 4
and steering wheel are complete. The front of the tractor is shown in Photo 6. Here you can see the complete hood decal on the right side. In addition, note that there are no scratches anywhere on the front. Many times, the nose of the tractor immediately below the hood ornament is missing paint from running the toy into other toys or things in general. This tractor is near mint.
I wanted to share this with you to show that very good deals are still available. Sometimes, when you least expect it, toys come up at shows that are really nice, and the prices are reasonable. Why wasn’t the seller asking for something on the order of $150 for this tractor? Perhaps he picked it up
for very little money. Maybe he purchased it with other toys from a larger collection and had already recovered his costs. It could have been in his inventory for quite some time and he simply wanted to move it. Regardless, I am glad that I came across it and was able to make the purchase.
On a completely different topic, the model “D” tractor has been one of my favorites for many years. Uncle Kurt had a styled version that he purchased in the 1970s, and we even used it from time to time on the farm to fill the silo. When I started collecting a few tractors back in the 1980s, I purchased an unstyled model “D” that was manufactured on December 31, 1935, according to the John Deere archives. My feeling was that since I was only going to have a small number of tractors in my collection, I needed an unstyled model “D.” I still have the tractor although it needs a good fuel system cleaning and a new flywheel gasket. My son, Phillip, has now taken more of an interest in the tractors and we try to work together on them when we have time. He has two young sons now and they take top priority for him as a dad and me as a grandpa.
At the National Farm Toy Show last fall, I came across a really nice model “D” brochure (Photo 7). In fact, I purchased it from the same person from whom I bought the toy 7520 that I shared with you in the May issue of Green Magazine It was a “package deal” so-to-speak. This brochure was
printed in February of 1937, and since it described and showed many of the features of a model “D” from that time period, I thought it would be neat to share with Phillip. This month I would like to share some of it with you.
This is a 28-page brochure including the front and back covers. The photographs in the brochure are all black and white, but some of the drawings have been “colorized.” The colors on the front cover are representative of those used throughout the brochure. I understand the use of green, yellow, and black, but the orange is a little bit unique. However, it does help draw your attention to the specific model “D” designation in the upper right corner and highlights the “Burns Low Cost Fuels Successfully” in the lower right.
Photo 8 shows pages 2 and 3 of the brochure. The intent here is to quickly identify the main reasons why the model “D” is “Everything you want in a tractor for the heavier farm jobs” and to explain how a farmer can make more money with one of these tractors. I especially like the oval “John Deere Two-Cylinder Tractors Cost Less To Operate” symbol on page 2 and the photograph of a farmer making a deposit at the bank on page 3.
A full explanation of the rugged design in the model “D” is provided on pages 6 and 7 (Photo 9). The “col-
Photo 5 • Photo 6, below
Photo 7
Photo 8 • Photo 9, below
orized” drawing of the overall tractor and the picture of the crankshaft, bearings, connecting rods, and pistons really highlight the simple design of the tractor. The following two pages are shown in Photo 10. Four additional engine features that allow the tractor to burn low-cost fuel successfully are explained. They are the hot-spot manifold, the thermo-siphon cooling system, the ventilated crank case, and the slow moving parts. Great illustrations are provided to show and help explain these items.
Photo 11 shows pages 10 and 11, which are my favorite part of the brochure. Colorized cross-sectional drawings of the right side and top of the tractor are provided. You can see the engine and drive train components and the locations for the fuels, lubricants, and water in the cooling system. The drawings show everything to scale and really explain the assembly of the tractor.
At the center of the brochure (pages 14 and 15), there is a “poster” that introduces the tractor. This is shown in Photo 12. It expands on what is shown on the cover and explains the “New in Speed, New in Performance, New in Economy, and New in Value” statements. Note the black and white drawing immediately above the orange stripe that states, “Ask your dealer for a demonstration.” It
depicts a well manicured farmyard with a barn, silos, windmill, house, some animals, and a farmer on his model “D” hooked up to a plow. The message seems to be that if you buy a model “D,” your life will be great. There are two pages dedicated to special equipment available for the tractor. Photo 13 shows the first (page 25), which explains wheel and tire options. Rubber tires, steel wheels, extension rims, lugs, grousers, and road bands are all shown and described. The second page (left side of Photo 14) includes lighting equipment, citrus grove fenders, and a canvas engine cover, along with a few hitch options. Page 27 of the brochure is shown on the right side of Photo 14. I thought this was interesting because it identifies a few other tractors that were in the John Deere lineup at the time. The models “A,” “B,” “AO” orchard, and “AR” are pictured and described. The narrative explains some of the capabilities of each machine and ultimately suggests that any of these tractors can work alongside the “D” as a supplement to larger farms, or be the primary source of power for smaller farms. It tells the reader to visit their John Deere dealer to determine which tractor or tractors are the best choices for their farming operation.
As far as new items are concerned, I recently learned about some new releases from Ertl in 1/16th scale. First is a Prestige 60th anniversary 5020 row crop tractor with dual rear wheels. Gold Chrome chase units will be randomly inserted within the cases of these tractors. Next is a Prestige openstation 4320 with front-wheel assist and single rear wheels and tires. The chase units for these tractors will be
painted industrial yellow. Apparently, John Deere actually built and painted a few real 4320 tractors in this color. The final new release is a collector’s edition version of Deere’s largest tractor, the 9RX 830. All of these tractors should be, or will soon be, available at your John Deere dealership. I plan to share more details about each of these models over the next few months.
Toy shows are a great place to find many items, both old and new. The best part, in my opinion, is that they give collectors a chance to meet, share stories, and just enjoy the hobby. There are many paths to take with farm toy collecting and no right or wrong way to do it. I particularly enjoy the older toys from the 1950s, 1960s, and 1970s, but also like some of the newer toys with their high levels of detail. One or the other or both can make a nice collection. Enjoy.
Contact Bill Proft at N1366 Woodland Dr., Greenville, WI 54942 or email billproft@sbcglobal.net
Photo 10 • Photo 11, below Photo 12
Photo 13 • Photo 14, below
So many pictures. I was going through some pictures, again, and ran across a few things I wanted to share with all of you. Many of these are pictures I have of parts I sold on eBay back when I was heavily involved in that. Almost all of them are new old stock and are items I had in inventory at one time. Lots of memories for me when I look at these.
Over the years, I have had a lot of manuals, and I mean a LOT! I always liked it when I ran across one like this, still in the original envelope. This is a brand new operator’s manual for a model 420 LP tractor. The enve-
lope has some type of black coating inside, which I always thought might have been to protect the manual. This manual is still available from Deere, but for the past 15 years or more, they all have had a generic black in color cover and, honestly, their “master” for most of them must have been made after years of copying had already been done. So many of the ones you get today from Deere are very bleached in appearance and can be difficult to
read. Not this one. This was printed when these tractors were not very old so this is what the owner would have received with his new tractor. I have had a fair amount of these and the last ones I sold a few years ago did very well as most collectors can appreciate a new, original manual versus a reprint, be it from Deere or the aftermarket (Photo 1).
Photo 2 is of a new old stock part AA3489R, a radiator cap. AA3489R fits the model “A,” “B” and “G” tractors. I like the new old stock caps versus a cap you can buy today. Maybe it is just me, but it seems like a radiator cap you buy today, whether it is for a car or a tractor, seems to be a lighter weight cap than a vintage or new old stock cap and just not made as well as in the past. I always figured that the cap was just a victim of the ongoing process of squeezing every last penny from a part by making them lighter and therefore less costly to produce. I might be wrong, but you will not convince me that I am.
Photo 3 is part AR734R. These are new old stock plungers for the twocylinder diesel fuel injection pumps. The last time Deere had these, I know the dealer cost was around $400 each
so wow! I think they are available in the aftermarket though so at least you can get one if you need it.
Photo 4 is part C172R. Deere called it a “fork bearing” but it is the part that the clutch fork mounts to on the shaft to engage the clutch. This one happens to be for a model “GP” tractor, and it is new old stock.
I remember this picture (Photo 5). On the left are eight name badges; I do not recall where I got these, but they have the old two legged deer logo. The upper right is a parts tag. These were on orders we received from Deere, showing when and who ordered them, order number, warehouse location and more. You will not be able to see it, but the name on this one is from our
Photo 1
Photo 2
Photo 3
Photo 4 • Photo 5, below
other dealership, Pikes Peak Equipment. We did not have that dealership too long so anything from Pikes Peak is relatively scarce as I did not have much to even try to save, plus I was not into the hobby back then as much as I was later. At the lower right-hand corner is a parts tag from a roll of chain. Part AH62704 was a 10 foot roll of the flat link chain, most commonly used on planters and manure spreaders. I can not count how many times I had to bust links from a 10 foot roll for a customer. It was not my favorite job and is one of the many things I have plans too never ever do again.
This is a neat picture (Photo 6). It shows parts B66R and B67R. They are the drawbar roller and drawbar roller pin for a model “B” tractor. These were very often worn or cobbled together and require replacement when restoring a tractor. The same thing was used on a model “A” tractor, but they were slightly larger so have different part numbers. At one time, I had quite a few of these and they sold well. The two shown are new old stock.
Photo 7 is a fun one for me. It is a John Deere wood chisel, part TY3448. This is an early version of this wood chisel and was likely discontinued in the late 1970s or early 1980s. This style of handle is distinctive to this series of wood chisels; later chisels were made differently so it makes it easy to tell the early from the later versions. The reason I like it is because this chisel was in a drawer at the parts counter when we bought the dealership. I used it often for prying things and also to open packages. Why I remember it is because the tip had been resharpened, albeit poorly, on a bench grinder, it would appear. A wood worker will shudder when he sees the indignities
that were visited upon this hand tool. That is not the way to sharpen a chisel and that is certainly no way to treat a tool. At some point, it disappeared from the drawer, never to be seen again. This chisel most definitely is NOT new old stock.
Photo 8 is a gauge, part AH12003. It is an oil pressure gauge and was originally used on combine models 40, 95 and 105. It was replaced by part AT24101, which changed and no longer had the original appearance face as AH12003 does. It now had a modern color band dial with about half of the gauge face being red and
the other half white with “L,” “N” and “H” printed on it. When I was a parts man selling obsolete parts, this was a frequent problem I had with Deere. They would change or update a part number and, more often than not, I had to be careful with the new part. The new part number, while technically it did fit and would work which was all Deere was after, no longer was suitable for restoration use. I cannot even begin to count the times this happened to me. Of course, the reason this happened so often was because I would come across an original part number that Deere still had stock on, and I would begin selling it. At some point, Deere would run out and if they decided to keep offering the part, they had to come up with a supplier, which meant the part would change. All I can say is that it was fun while it lasted. I just love original old gauges like this one—they are a real window back to the time when they were used. This gauge is new old stock and in the original green and yellow box. AT24101 was then replaced by part AT28167 which also does not have the original face for vintage use. As far as
I know, all are obsolete. Photo 9 is a John Deere Day thermometer. I remember this very well as it was 1987 and this was the year of Deere’s sesquicentennial or 150th anniversary. This steel thermometer carries the 150th logo as well as having that year’s John Deere Day logo. It is hazy in my memory, but I think 1987 was the year or one of the first years Deere went back to using John Deere Day instead of Farming Frontiers. I never cared for Farming Frontiers; it had been John Deere Day for decades and why change it? Farming Frontiers never sounded right to me, and I know it never did to farmers or customers either. No doubt someone at Deere had the brilliant idea of changing it and it was before eventually deciding that was the wrong decision. And now Deere has done away with John Deere Day altogether, other than what a dealer may choose to do for his customers. The silhouette of a farmer in the field with a team is a great logo and one of my favorites. I sold quite a few of them at that time.
This is part F1369R (Photo 10). It is a third and fourth speed gear and fits model 70 and 70 diesel tractors. It is new old stock and in the original box. At one time, I had bin after bin full of new old stock transmission gears;
Photo 6 • Photo 7, below
Photo 8
Photo 9
Photo 10
I even had a set of creeper gears. All of these gears are long obsolete from Deere today, which is probably just as well as if they were still available, I think the price would be over $400 most likely. Far too many good ones from salvage tractors to pay prices like that.
Part AR53471 is a PTO back plate (Photo 11). It fits tractors models 4520, 4620, 5010, 5020, 7020 and 700A and 7601A industrial tractors. I do not remember this particular part but I took the picture so there you have it. I also like the big bold JD cast into the plate on the upper left-hand side.
AR53471 also has the number R49639 stamped in it (Photo 12).
AD2808R is a belt pulley bushing for model “D,” “GP” and “W” power units. It changed to part D552R. I had a lot of these in stock and sold them all. When I ran out, we reproduced them and kept selling them. It is a nice heavy brass bushing. This one is new old stock and in the original green and yellow box (Photo 13).
I remember, as a young parts man and new to the world of vintage tractors, when I discovered Deere’s type “E” flywheel engines. When we bought the dealership, there were three back in the lawn and garden
shop under a shelf. I pulled them out and started messing around with them. I soon learned that there were three basic versions, the 1-1/2 horsepower, the three horsepower and the six horsepower. All of ours were 1-1/2 horsepower although one was a spark plug engine. It took me awhile to finally find our parts catalog on the type “E” engines. Imagine my surprise when I ran a few parts numbers and found out Deere still supplied them! AE253RT is a standard ring set for a 1-1/2 horsepower engine. This one is in the original green and yellow box but most of the ones I sold were in later style packaging. Over time, the prices kept rising and rising and then, like they always did, Deere discontinued the parts (Photo 14).
Photo 15 is a shot of the ring set. At this point, this set was likely 40 years old or more. They look pretty good for their age.
Photo 16 is a new old stock head gasket F3212R. It fits tractors models 70D, 720D and 730D diesel. F3212R
had replaced part F1959R. F3212R was in turn replaced by part F3512R, then R21449 and finally R520550. Today R520550 is $173 from Deere. Wow. Note the copper around the ports.
Next up is new old stock head gasket B3743R. This gasket fits tractors models 520 and 530. B3743R is replaced by part R520475 and today it is $117 from Deere. Again, note the copper around the ports (Photo 17).
Photo 18 is the other side of
B3743R. At one time, all head gaskets were like this; they had a side made of copper. Note the fire rings or crimps around the bores.
This is a modern head gasket, part B1307R. It fits model “B” tractors and today is replaced by part R521491. It sells for $144 from Deere today. Note there is not copper around the ports on this modern gasket (Photo 19).
Photo 20 is the other side of the modern head gasket. There is no lon-
Photo 11 • Photo 12, below
Photo 13 • Photo 14, below
Photo 15
Photo 16 • Photo 17, below
Photo 18
ger any copper used; it is a sheet of composite material. The fire rings are still present however. To me, I always felt better using an old gasket with the copper on it. I never had a head gasket failure using one of these. When I had the early “G” head gasket reproduced, copper was used and I was glad about that.
Photo 21 jumps ahead a few decades.
It is part TY3434 and Deere called it an expansive bit. It was an adjustable drill bit that allowed you to drill holes ranging from 7/8 inches to three inches in wood. The use of a bit brace was recommended; a bit brace is a hand operated drill. The cutter edge was adjustable to accommodate the different size holes. This tool was offered when Deere had a line of carpeneter and wood working tools in the 1970s and 1980s. All are long discontin -
ued. This was a new old stock bit that I had.
Photo 22 shows the printing on the tool sleeve.
The entire drill bit is shown in Photo 23. If you had a new one today, it would bring a good price from a collector, I am certain.
Back to the two-cylinders. Photo 24 is part AF3239R. It is a fuel valve and is an extremely difficult part to locate today when one is needed. AF3239R was replaced by part AF3476R and both are hard to find. This valve is new old stock and in the original green and yellow box with four legged deer logo.
Our last picture (25) this time is part AB2762R and it is a pulley brake arm. It fits tractors models “B,” “BO” and “BR.” As everyone knows, these are often very worn and require rebuilding or rebushing. I had a lot of new old stock pulley brake arms at one time and I had a fair amount of these. As the part number AB2762R, the two digit prefix denoted it was an assembly. In this case, the actual arm itself and then the brake pad was included so it became an assembly. If it had not had the brake pad attached, it would have been part B1857R which is the casting number on the brake arm itself.
It is fun for me to look back at pictures like this. There have been so many parts and so many things associated with Deere that I have been able to experience and learn from. I remember most of them but, with age, things do grow dim after 40 years. That is exactly why a picture is great and fun to have. And you know me, most pictures have a story that goes with it, of that you can be sure. I hope you enjoyed looking at these with me—until next time!
Write Greg Stephen at The Old Tractor Company, Box 89, Franktown, CO 80116; phone 231-846-8243 or email deeredr@hotmail.com
Photo 19 • Photo 20, below
Photo 21
Photo 22 • Photo 23, below
Photo 24 • Photo 25, below
Tractor repairs plus boat service call
G’day, mates!
As I write this month’s article on the 21st of June, I think back to something my late father Carl would always say on this day in Canada: “It is all downhill from here.” What he was referring to was that the 21st was the longest day of the year in the Northern Hemisphere. From that day forward to December 21st, the days slowly got shorter. As I have said before, since we are “down under,” it is the shortest day of the year here. The winter weather has been good for our area, with small amounts of rainfall. Sadly, the southern part of the country is terribly dry in the states of Victoria and South Australia. Farmers are having trouble getting enough hay for their livestock as the dry weather has carried over since the summer season.
Since the state of Queensland where we live is long, there is quite a difference in the times that the sun sets in a day from the northern tip to the southern border. The Northern Territory (NT) city called Darwin is at the top of the Australia continent. The state of Queensland, which borders the east side of the NT where I live, stretches further north. Our property is approximately 3,600 kms/2,240 miles from the Darwin dealership. The days there are a different length. The sun currently sets where I live at 5 p.m., whereas in Darwin the sun currently sets at 6:30 p.m. A month ago, I was in Darwin at our dealership there doing training for a week. I got a call from
Peter Sands one day after our course had finished at 5 p.m. I asked him if the sun was shining at home. He replied no, he was in the shed with the lights on because it was almost dark. I said the sun was still shining where I was. He couldn’t believe it as I live in the same area as he does. I then admitted that I was in Darwin, which I had not told him. We both had a good laugh! I was recently asked by my son Kyle to assist our family friend with his boat. I guess some would call it a yacht, which to a non-boat person like me would be true. The boat owner whose name is Michael is nicknamed “Mick” as many men named “Michael” in Australia are referred as. Mick purchased this boat in a derelict condition at Darwin. Mick motored the boat down to our area, then it was lifted from the water and put in a shed in dry dock for almost two years. Mick and our son Kyle rebuilt the boat from front to back, top to bottom. The engine that runs the propeller is a British built Gardner. These are a very popular engine here used in industrial and commercial applications. This engine is an inline six-cylinder diesel that is set to run at 1,200 RPM at full throttle. While the boat repairs were taking place in dry dock, the engine had been removed and rebuilt in an engine shop while the boat was being restored.
The yacht/boat has been in use for six years without much trouble. Recently, the engine has been causing
issues. There has been compression in the cooling system, which causes the coolant reservoir tank to pressurize and shoot coolant out and hit the ceiling of the engine room. The other issue is that the engine is “making oil,” a term that describes diesel fuel internally leaking into the oil pan, referred to as the oil sump here. While the engine is running, the oil level slowly rises in the sump due to the added leaking diesel fuel, which dilutes the engine oil and, if left in this condition, it will cause engine failure due to poor quality oil lubricating the engine internal components.
The boat was anchored in the middle of the river at Brisbane. Janis and I traveled one Saturday to spend the day with Mick as well as do some diagnostic work on the engine. We ran the engine for an hour to do some diagnostics on the issues. The engine is built with a split cylinder head design. The cylinder head is divided in two with three cylinders with each cylinder head. We diagnosed that one or both head gaskets will be the main
Boat to be repaired.
culprit with the compression leak into the cooling system.
Over the next couple of weeks, Mick disassembled the engine down to the cylinder block. He ordered a cylinder head gasket repair kit and I was asked to assist putting it back together. When I got to the boat, I checked out the top of the cylinder block and cylinder heads to see if I could find spots where there was leakage of combustion past the fire rings on the head gasket. There were several spots of soot or fire stain caused by combustion leakage. The head gasket does not have fire rings like the John Deere ones. The head gaskets are just a flat piece of tin with a crimp around the cylinder that gets flattened when the head is installed, very poor compared to John Deere head gaskets.
The first step before reassembly was to clean the surface of the cylinder block and cylinder heads’ faces. These engines are designed that the head is held in place with studs and nuts. The John Deere cylinder heads on two-cylinder tractors are the same design. To make it easy to clean the top of the block, I thought it would be best to try and remove the studs. After trying to remove a couple studs, it was realized that all studs had been installed hand tight! All studs came out without tools, which meant that they were not installed correctly when the engine was rebuilt while in dry dock. Once we had the cylinder
Cylinder head studs reinstalled.
block cleaned, I checked the service manual and all the head studs need to be installed and tightened with a torque wrench.
The rest of the repairs were accomplished with one of the three sets of tools Mick has on the boat. Since the engine is British, the bolts and nuts are Whitworth. There was a struggle at times to get the right wrench of socket to fit. We were able to get the cylinder heads tightened down to the correct torque setting, then the decompression rods and lifters were installed. I had to set the valve lift from the decompression levers with my vernier to have the correct lift. The engine is back up and running and I have not heard about the performance; maybe no news is good news.
I have been working on several different vintage John Deere projects at the same time. My 1953 styled “D” is back in working order. I have finished quite a few repairs and refurbishments on the tractor to bring it up to standard. The engine is running well, but the piston rings have quite an amount of blowby that I witness from the smoke billowing out the crankcase breather stack while it is running. It will need a rebuild in the future. The radiator needs to be removed to repair the leaking coolant overflow tube that runs between the radiator core and the fan. While the radiator is off, I will install a new radiator core.
In my February 2025 article, I covered my modification of a new unstyled “D” radiator core to fit a John Deere model “R,” as the radiator core for the model “R” was not available. The styled “D” core is the same as the model “R” core. I ordered two cores for my “D” and “R” as my supplier was almost out of unstyled “D” cores as well. As life goes (and we all know how this goes), fast forward to June 2025 and the styled “D” core is back in stock for the first time in several years. I will probably still modify the unstyled “D” core as I have it in inventory instead of buying the correct core. Maybe I will have a buyer for the unstyled “D” core before this happens; we will see.
Instrument panel with poor paint.
Below: Poor paint stripped.
I also covered in the January 2025 article the process of removing incorrect repaint from the hood of my “D.” Since then, I purchased more of the Loctite SF970 spray on gasket remover for the rest of the job. It took a whole spray can to remove the olive green from each rear fender as well as the instrument panel on the rear of the hood. I learned the hard way, that once the product is applied, to pull backwards on the scraper I was using, not push forward. Less of the original paint was removed with the pull back technique. It is not perfect, but I am very happy with the results on the fenders and back panel.
Then, I attempted the cast iron radiator components on the front that were also olive green. That green came off well, but it then exposed an orange primer/under coat that would not come off with the SF970! I ended up using a wire wheel in my angle grinder to get the orange removed.
Poor green bubbled from the gasket remover-orange stuck tight.
high for most people to step up to. I am six feet tall and it is still a challenge to get to that first step.
There was a little greenish tinge left on the radiator cast iron parts, but it still looks better than before I attempted to remove it. There were a couple things that this process uncovered. I purchased the tractor without lights and mounts on the fenders or rear of tractor, but there was a headlight switch in the dash. There would have been lights on as standard equipment from the factory.
When the orange paint was removed from the radiator components, on each vertical plate on the sides were two diagonal circles, sanded flat to the surface. I would assume the side vertical plates had been drilled and tapped for different larger lights? On top front of the radiator tank, there were two shiny circles. These could have been other front lights that had been installed by soldering/brazing the light mounts to the top? We will
never know the real story. As I have heard many times over my vintage tractor years, if only these old tractors could talk, what stories they would tell! I have been able to buy the original style light mounts from Luke Eberly at Countryside Tractor and new lights from my supplier. There are not installed yet but will be soon!
My 1969 model 4020 has had some attention as well. It is fitted with the standard tractor options, which include a non-adjustable front axle, the large rear fenders, called mudguards here, and 23.1 by 30 rear tires. Part of the fenders’ design on these tractors are wrap around front dust shields that join the fenders and instrument cowl to reduce the dust that travels up to the operator. These tractors look great with these dust shields installed.
The issue is that the dust shields make it difficult to get on and off the tractor. You must step over the 24 inch high cover to get from the platform to that first step from John Deere. Furthermore, the bottom original step is too
I decided to buy a set up step from a USA manufacturer to assist with getting on. They were quite expensive to ship here, but that is part of the process. These purchased steps bolted on fine with the mounting parts that came with them. It made it easier to get on the tractor WITHOUT the dust shield installed. With the shield installed, I still could not step over the dust shield as the top step was too low. I decided there was a better option and built my own design. I used the purchased set of steps as a design idea, then purchased flat steel and John Deere steps from the dealership.
It took a bit of time to come up with the mounts I wanted. Once I had the steps mounted, and the dust shield installed, I could easily step from the top step over the dust shield. My only problem was that my design caused the rear engine panel to interfere. The only option was to cut a square corner from the rear of the reproduced panel I had. With everything painted, it does blend in fine and I am very happy with the results!
That’s all for this month. Stay tuned for more Australian and tractor adventures including carburetor, John Deere “B” and 620 repairs. I hope everyone is enjoying a great summer in the Northern Hemisphere.
Until next time, cheers mates!
Contact Ken Nicklas by email at kenanicklas@gmail.com
New Evergreen Restoration gauges, gauge light and magneto kill switch installed.
4020 step bracket taking shape.
Checking fit of engine panel.
Let’s start with a few standards
First of all—WOW! My wife and I had a GREAT time at the Classic Green Reunion in West Bend, Wisconsin. Since the feature was the “B,” I was able to bring my wife’s grandfather’s 1939 “B” to the show. It was great to be an exhibitor as well as a spectator at such a fun show. I was even able to
bring my father-in-law to the show to look around and see his dad’s “B” on display. Thanks to Richard Hain for the use of his golf cart to show him around the grounds!
Shortly after the Classic Green show, I was also able to attend a fun small show in Sebeka, Minnesota. It is sponsored by the Red Eye Tractor Club. I called my four year old grand-
son and asked which tractor Grandpa should bring to this show, to which he responded, “Bring the G!” So I did! We spent a fun couple of days looking at some tractors, watching the kids do the pedal pull, and going on a tractor ride on the country roads and stopping to have breakfast! Summer time plus tractor shows equal fun in this house. Now on to some auction fun! I came across the Majerus Tractor Auction conducted by Wagner Auctions in Wisconsin. Many great tractors were sold but the first things that caught my attention were standard
models that were sold. We will start with a 630 standard, serial number 6304055. The tractor has power steering, PTO, single hydraulics, rear wheel weights, and nice 16.9x30 rear tires. The 630 sold for $7,000.
Moving up the ladder next I found a 730 gas standard, serial number 7317416. This one was equipped with three-point hitch, single hydraulics, and rear wheel weights. Nice 18.4x30 tires on the rear and 7.50x18s on the front. This good running and driving tractor made it to a selling bid
of $10,500!
Another two-cylinder standard to sell at this sale was a 1959 model 830 diesel, serial number 8303048. The 830 has a PTO, dual hydraulic remotes, and 18.4x34s on the rear. I would have liked to drive this one home if I only
had an extra $15,645! Well, I told you the standards caught my eye so I also
found a New Generation 5010 that looked great! This nice running and driving 5010 diesel tractor has dual hydraulics, PTO and 24.5x32 rear tires. Looking good and selling for a bid of $17,000.
It wasn’t only standards (that I love!) that this sale produced. We had several row crop tractors, too! Let’s start with a little Dubuque 330, serial
number 330397. With only 1,091 model 330s built, this one with three-point and PTO made a selling bid of $15,000.
Next, a John Deere 630 narrow front gas tractor, serial number 6309024, featuring two-point, 13.6x38
rears, PTO, and single hydraulics. The gavel dropped at $7,000.
We will continue with a couple more narrow front New Generation tractors. Where I grew up in northern Minnesota, there were few narrow front New Generation tractors, so they
alway were interesting to me. Here is a fun little 2510 diesel with Power Shift, serial number 329914T. The tractor has three-point hitch (apparently no third arm), single hydraulics, and a Power Shift transmission. This 2510 brought a top bid of $16,800.
The New Generation narrow front tractor is a 3020 diesel with serial
number 11T65166. Again we of course have PTO (540 and 1000), three-point, and one set of hydraulic outlets. The tractor has 15.5x38 rears and 6.50x16 fronts. What do you think? SOLD for $12,000.
Sorry to be repetitive but the last tractor from the Majerus Auction was a wide front model “G” John Deere,
serial number 28097, making it a late styled 1948 model, one of my favorite tractors. The wide front “G” with 15.5x38 rears sold for a bid of $3,400. SInce we are talking about “Gs,” here is another that I did throw in a bid on. The was a 1947 “G” John Deere with a narrow front that was part of the James
Spanier Estate Auction in Langdon, North Dakota, conducted by Resource Auctions, Grand Forks, North Dakota. This “G,” serial number 23955, with 13.6x38 rears with rear wheel weights sold for $2,450.
Let’s add one more from Resource Auctions—a 1947 “A” John
Deere, narrow front with Powr-Trol and three-point, serial number 584979 sold for a nice bid of $2,950.
Another auction was the Rudicill Collection conducted by Aumann Auctions. The first tractor here that I took a look at was a restored 1954 “R” John Deere, serial number 21045. The rear tires are new Titan 23.1x26s and the fronts 10.00x16—the “R” has one set of Pioneer remotes. PTO, and hammer
strap drawbar. It was advertised with a free engine? This tractor managed a final bid of $7,920.
This same auction gave us a couple of crawlers. Let look at a John Deere 420 crawler with a five roller undercarriage, front grill guard bracket,and four speed transmission. The crawler has an older paint job, but the condition of the engine and transmission are unknown. Track pads show wear but the undercarriage seems to be in good condition. The 420 reached a bid of $9,350.
The next crawler is a little piece
of history. It’s a 1945 “BO” Lindeman crawler—older restoration. The engine is free. A little piece of John Deere/Lindeman crawler history sold for $7,150.
The Classic Green Reunion gave me another tip. This came from Aumann’s Northwest Coast Antique
Vintage Tractor Auction. It was a 4000 diesel Power Shift with ROPS, fenders, single remote. The engine didn’t turn over and it had repairs to the front axle. It was advertised as a “project tractor.” Even in this condition, the 4000 sold for $15,400! Thanks to David and Darin Wolfe for the info.
Now we will end with a couple of “new” tractors. I am a two cylinder guy but these newer machines from Whitesville, New York are worth mentioning. First was a 6430, CAH, 24 speed, nearly new tires, with a loader sold for $128,000!
The 2003 7420 also with a self
leveling loader, power quad transmission and two door cab was super nice. It brought a bid of $131,075. These tractors were part of the Scott Acomb & Family Farm Auction by Fraley Auction Company.
What a fun month of auction research and talking to great people. Tractors are fun! If you see any green and yellow tractors coming up for sale or hear of a great result, please let me know at mickelsonauctions@gmail. com. Happy auctioning!
Email Eric W. Mickelson at mickelsonauctions@gmail.com
Despite my skepticism about the actual need for one way plows, Deere did sell quite a few of them and several of our readers submitted photos of the model for the “L” and “LA” tractors we were looking for.
Mike Hulse of Dufur, Oregon sent us this photo of his two-way plow. For being the first, he gets one year added to his subscription.
Barry Marrs of Fort Lupton, Colorado recently restored this “LA” and two-way plow.
Joe Haymaker of London, Ohio found this two-way plow in Massachusetts, restored it and put it on his Deere “LA.”
Pennsylvania,
bottoms.
In the April issue, we began an unsuccessful search for an “RGK” disc. Roy Hofer of Canby, Oregon sent us a photo of his 225,
which is a newer, and almost identical version. So, since no one sent us a photo of their “RGK,” we are going to give Roy partial credit with six months added to his subscription. You will also see a photo of the 225 being pulled by Roy’s 820 on the back cover of this issue.
As one who has gone through their fair share of back problems, I know that proper spinal alignment is crucial. Therefore, sitting on a tractor seat all day that is not level because the tractor’s wheels are running in the furrow while plowing is not optimal. Deere recognized this risk about 95 years ago, and provided a solution.
The A2755R and A2756R seat adjusting washers were designed to level the seat so that the driver sat level even when the tractor was not. It’s not clear when these were introduced, though the ”A” prefix might lead us to believe that it was in the 1934 time frame. They are listed in the “A,” “B,” “D” and “G” parts catalogs, and perhaps others.
Do you have a tractor with the A2755R and 2756 seat washers? If so, be the first to get a photo of it and yourself to us and we will add one year to your subscription.
Jerry Henry of Red Lion,
shows us his two way plow, this one with Syracuse Chilled
Reading Richard’s Column in the June issue brought to mind some back and forth deals I have had over the years.
My best buddy, Jim, had an awesome original Massey Harris Mustang that I coveted. Ran and operated just fine. The only problem with M-H red paint is that, over time, it fades to Mary
Kay pink. So a year or two went by and I guess he needed some coin. He offered it and I bought it. This was in the late ’90s.
Well, one cold, bitter cold, February day, I was up in Lancaster, Pennsylvania at the annual Beiler’s Amish farm sale. There sat, running strongly, a nice original 1929 John Deere “GP.” Instead of exhaust notes, I heard harps playing and angels singing. Now I needed some coin. Before
the auctioneer got to the “GP,” I called Jim and asked if he would buy the
Mustang back. He agreed and I got the “GP.” Two happy boys.
Long about 2007, Jim got me into model “T” Fords. One came up for sale locally and it was in great condition. I needed more coin. Hey Jim, any interest in the “GP”? Heck yes, he said. So I sold him the “GP” and bought the model “T.”
After getting the model “Ts” out of my system (they really are a blast to drive), I wanted the “GP” back. I just need to find something Jim wants more.
Jim’s wife grew up on a farm in Wisconsin. They live in West Virginia
now. Her dad had a Minneapolis Moline 4-Star that she rode the fender on growing up. Not sure if it sold with the farm or separately, but it has been gone for decades. Stayed local apparently. She and Jim were in her hometown last year at a huge tractor show, the Badger Steam & Gas show,
and Pat noticed a familiar tractor in the show. She chatted up the owner and it turns out to be her dad’s tractor. Been 40 years. Upon hearing the story, my first thought was hmm, maybe they’ll need some coin to buy back the Minnie Mo and I can get the “GP” back. TBD.
Submitted by, Howard Salan
In October of 1974, I was working for a farmer south and east of my hometown of Battle Creek, Michigan in the afternoons as on-the-job training from our local vocational center. With NO combine experience whatsoever, he put me in the seat of a 40 roundback with a 10 foot rigid grain platform. Two rounds of him riding along coaching me, then I was on my own! Woohoo! Sixteen years old and had the world by the tail (or so I thought).
Cutting three 38-inch rows of soys that were yielding 28 to 30 bushel per acre, I was super cautious as Mr. Myers’ last words to me while climbing down were, “Don’t pick up a stone.” I drove slow, constantly scanning that header, making minute adjustments to the height to try and get all the beans, yet leave the ever present solid donations of the last Ice Age. As an aside, on our current place about five miles south of the above location, in the last 20 years I have yet to put in a post hole without having to remove at least one and usually several samples of Michigan granite!
Back to the harvest. I unloaded the 40’s grain tank into an IH R-190 tandem truck with a 20 foot box and hoist. Seemed like it took forever to even cover the bottom of the truck. Anyone reading this who has operated a 40 knows that the unloading auger just barely cleared the side of the truck. I believe it was intended to load wagons and barge wagons at that! One feature of this combine was that it had an aftermarket cab on it. A feature of this cab was that it was missing its windshield. So it functioned as a dust collector and a funnel for the brisk north wind that seemed to always increase in velocity when turning to run in that direction. As I remember, the 40 was always eager to start up and run without needing much attention. I didn’t even break a sickle section. I may have put some serious wear on the hydraulic system with my constant adjustments of platform height but it functioned as
it was supposed to.
Finally the beans were done and the combine was taken home and the grain head was swapped off for a 205 corn head. Now it was off to shell some corn! X9 owners, eat your hearts out. On Saturdays, working 10 hours or so, we might shell 1,200 bushels. Speed was not on the menu. The 40 was just as reliable in corn as it had been in the beans. I think there was one repair of a broken gathering chain. The cab now functioned as an amplifier for the sound of ears hitting the deck plates, cylinder and concave along with the aforementioned dust and chill. Loud. No sleeping here. Seems like I heard it in my sleep for weeks after harvest was over.
Our massive day’s work was in the neighborhood of 16 acres of 75 bushels per acre corn. Remember that this was 1975—look at how far we have come in 51 years, in multiple ways! I think
that we ran 250 or 275 acres that fall and got done around December 12th or so in the snow and very chilly air. Bundled up like the Michelin Man, including snowmobile boots and mittens, topped off by a long scarf, ala the Green Baron!
I was just thinking about the change from grain to corn head. What fun that used to be! Like threading a needle with your eyes closed only with the opportunity to bend sheet metal somewhere. I had help during this first experience but due to uneven ground and bumping the corn head off its blocking (jack stands are for sissies!), it took 90 minutes-plus to mate these two pieces of Harvester Works engineering. I was explaining to my nephew a couple years ago, while watching him and his dad drop the FD40 head on their S670, how we used to swap heads. Not quite as much enjoyment as mounting a 227 picker, but close. Anyhow, Cameron just looked at me like I was from another planet. (Maybe I am and that would explain a few personality quirks.) For an entirely
higher level of enjoyment, swap heads on a JD 105EB. By that time, a few tricks had been learned, but more on that later, those stories are a couple of combines down the line.
Even with all the challenges of this first experience with a self-propelled combine, I wouldn’t trade a minute of it for anything. And to think now, 51 years later, that those are cherished memories of my youth is somewhat mind boggling. God has been so very good to me and blessed in so many ways.
The next combine in my experience was one I’ll skip as it was a New Idea 701 with 710 combine, 713 grain head and 720 corn head. After the Uni was a 55EB square back with 234 and 313 corn heads. More on that experience in the next installment if I’m able and you want to read more. May you have a blessed life and be thankful for it!
Submitted by,
Terry Hill Ceresco, MI
• Two Cylinder diesels—our speCialTy
• CompleTe Two Cylinder diesel
• Fuel injeCTion repair and CalibraTion
• Cylinder bloCk boring up To 8”
We also have good sources for aftermarket products for two cylinder John Deeres including Taper-Lock flywheels, engine parts, grilles, battery boxes, manifolds, mufflers, pony motor ignition parts, etc.
• 2 cyl. & later JD air cleaner conversions, Lindeman through 430C trunion bushings • 70-830 diesel piston kits in stock, STD, .045, .090, .125 os
Renaissance Tractor
For Sale
Deere and Mansur corn planter, complete, operational, excellent, horses or tractor use. Ph. 320-632-9746. MN
420W, SN 110520, tires are fair, good sheet metal, ran when put in building under a year ago, $2500. Ph. 270-965-2495. KY
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Parting out JD M-MT-40-420-430 and A-B50-60-70 tractors. Call us for new, used and reproduction/replacement 2 cylinder parts. John Shepard, 715-265-4988. WI
JD 3-point hitch off JD 70 tractor. #810A and #838A complete with stiffener bracket. Excellent condition. $1200. Ph. 402-7643190. NE
NOTICE: Old machinery and disks (many sizes), one-ways (different sizes), plows, tumble bug, rippers (one with wheels, one drag), dump rakes, side delivery rakes with steel wheels, grinders (several models). Call 402-340-8151 for more information. Atkinson, NE.
953 John Deere running gear with drum brakes. Asking $750. Ph. 220-228-0245. OH
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Excellent pair of F&H round spoke wheels for an AO or AR John Deere tractor. $800. Located in IA. Ph. 503-381-5505.
John Deere moldboard 4-bottom 14” drag plows, F620A. In good condition. Everything works as it should. Stored inside when not in use. $2000. Kittanning PA, phone 724-8594165.
1956 John Deere 720 gas, SN 7201823. Power steering, newer paint and tires, new battery, rebuilt carburetor, clean, runs great. $9000. Ph. 309-429-7281. IA
30 John Deere tractor collection. Sell as a group only. Located western Wisconsin. Call 612-718-9750. WI
Three piece front weight set for 20 and 30 series tractors $1500. Two add ons also available for $500 each. Ph. 319-351-1650. IA
Two Cylinder Diesel Fuel Systems - Stock & Modified
John Deere 330, like new and has been stored for 10 or more years. Full 3-point, weights, and excellent tires. $16,000. Please call. Do not text. Ph. 330-806-0145. OH
Reproduced aluminum WARNING PLATES for 3-pt. Quick Hitches. Motorola alternator and amp regulator plates, 35-55-72 amp. Hydraulic cylinder stop pins with chains, spring steel clip, like original, three sizes – 3/8,” 7/16” and ½.” Ph. 712-6608447 cell. IA H3X
John Deere model 25 pull combine. With HA-92 four cylinder engine. Stored in barn. $1300 or best offer. Ph. 716-751-9097. NY
Used John Deere two-cylinder tractor parts. Wide variety. Also, some New Generation parts. 30 years’ experience. Call or text Darwin Gingerich, 620-386-0071. KS
Recovering original tractor steering wheels for 14, 15 and 17” three spoke flat or round wheels, $95; 19” four spoke wheels, $110. Please send your core or call for information. EverGreen Restoration, W7619 Walnut Dr., Spooner, WI 54801. Ph. 715-520-7876. Made in USA. WI F3X
1937 John Deere A, all new tires, few hours on engine overhaul, new paint and decals, SN 449107, $5000. 1946 John Deere GM, all new tires, few hours on engine overhaul, good paint and decals. High compression all-fuel head. SN 17358. $5000. 1950 John Deere A, few hours on engine overhaul, good tin and paint, $2500. Tractors located in northwest Iowa. Call Brad, 712-584-6816. No texts.
THREE PIECE FRONT WEIGHTS for JD 520-730. Good reproduction. U.S. made. $1000. Also numbers 4, 5 and 6 are available, $350 each. Detwiler Tractor Parts, Spencer, WI. Call 715-659-4174, 715-6594252 or 715-659-4525 (office) 9-5 M-F. H6X
ELECTRIC STARTER KIT for R, includes 12 volt starter, bracket with battery box, breather, water manifold, water pipe. Alternator with top and bottom brackets, mounting hardware and battery cables. $1625. Free shipping. Ph. 717-445-9465. PA G3X
If your magazine has an outdated address, the U.S. Postal Service may not deliver it to you. An outdated address also means we will not resend a missed issue to you free of charge.
John Reed Antique Tractor Parts
A, B hand start • A, B long hood • G, GM & H $35.00 plus S/H
RADIATOR BOLT SETS
Unstyled tractors: $45.00
Styled A, B, G and H + 50, 60 & 70: $40.00 520-up: $30.00 • plus S/H
We specialize in JD model H tractor parts— new, used and reproduction THOUSANDS of model H parts!
Restored 1956 JD 820 diesel scr. #8200322, V4 pony start. Power steering 12 volt neg. ground charging system, two sets rear wheel weights, dyno tested, new paint and clear coat. Tight leak free tractor, cold starts great. $12,900. Austin Ramer, 270-277-6959. KY
New and used John Deere small square baler parts. Knotter rebuilding service. Our free catalog makes it easy to figure out what your baler needs. Call Finger Lakes Equipment, 585-526-6705. NY C12X
Crankshaft for late 4020 gas cast #R40730, $600. Parting out 3010 diesel, 70 diesel and 620. Ph. 641-228-4282. IA F6X
New Generation fuel gauges for 10 and early 20 series tractors, negative or positive ground, comes with new fuel tank sending unit, $160 for set. All our New Generation gauges fit in dash without modifications to the clamp bracket. Also have temperature and pressure gauges for same tractors. EverGreen Restoration, 715-520-7876; www. evergreengauges.com. WI F3X
1951 R, SN 7091. Ran when shedded in 2023. Appeared on back cover of the Nov 1998 Green Magazine. Similar condition yet today. Pony motor needs work. Good tires, good sheet metal. Asking $5500. Ph. 308-883-1962. NE G2X
1943 JD B, war tractor, all original, one owner, has complete set of cultivators. Call Jim for pics and info, located in Kirkville, NY. Ph. 315-656-7568. NY G3X
New parts for L, LA and LI. Bases, propeller shaft guards and shield assemblies. Leave message and phone number, will call you back. Ron Brungart, cell 570-6604573. PA G3X
Carburetor, water pump, distributor rebuilding. Farmers Service Incorporated. Ph. 330-482-4180, www.farmersserviceinc. com OH F6X
1938 John Deere A, unstyled, very good condition. New rear tires. Ph. 845-3612480. NY H3X
SERVICE INSTRUCTION CARDS. Reproduced sets of 3 for 3010 RC and RC utility; 4010 RC and standard. $45 postpaid. Green Iron Farms, 1320 Hwy. 92, Keota, IA 52248. Ph. 319-560-9508, tesieren@gmail.com. B6X-ALT
DUBUQUE TRACTOR PARTS - top links, hood bolts, wheel bolts, front and rear, PTO shields, tie rods. Ph. 217-502-4504, email shinola@royell.org IL F3X
John Deere tractor repairs and restoration. Specializing in John Deere 2 cylinder, New Gen and Gen II tractors, all models welcome. New and used parts for JD 2 cylinder tractors. Ph. 717-940-1303. Christiana, PA. F6X
Six cylinder gas engine, 340 cubic inch, low hour, running take out. From 1964 John Deere 4020. With 4226 hours. $2500 OBO or trade. Ph. 660-458-6747. MO D6X
New, used & reproduction
Crawler parts: Lavoy Wilcox
Steering clutch parts, brake bands, bearings, final drive gears, engine kits, carb kits, radiators, fans, water pumps, battery sheet metal, seat cushions, gauges, light switches and more www.jdcrawlers.com
Lavoy Wilcox • Horace, ND
Phone 701-361-1006 • 8-5 CST No Sunday Calls
New Generation seat extended brackets, 4 inches longer than stock, not painted, 4 piece set, $125. ALSO: Axle wedge removal tool, 530-4620, three sizes, $270 each. Brett, 402429-5311. NE F3X
ROD
Buddy seat! For 20 and 30 series two cylinders. Will fit float ride seat or bat box. Looks like the original buddy seat! $495 plus S/H, includes cushions. Ph. 260-901-3076. Callaway Restorations, IN. H3X
WIRING HARNESSES, battery cables and spark plug wires made to order for restoration or repair. Covering models from the 1930s to the 1980s. Electrical parts including: switches, regulators, lights, relays, alternators. Wiring harness repair/ rebuild service. Worldwide shipping. See our display ad in this issue. Call or email for a free catalog. Agri-Services, 13899 North Road, Alden, NY 14004. Ph. Website: www. wiringharnesses.com. Email: agriserv@ rochester.rr.com. G3X
Currently parting out styled and unstyled A, AR, styled and unstyled B, styled and unstyled D, G,H, R, 40, 50, 60, 70 gas, 80, 420, 720, 820, 840, 1010, 2010, 3010, 4010, 3020, 4020 and 2030. Countryside Tractor, 618-731-6625. IL H3X
Fuel gauges for John Deere 2 cylinders with original face. Six or 12 volt positive and negative ground comes with new fuel tank sending unit. $135 for the set. See our ¼ page display ad for other gauges. EverGreen Restoration, 715-520-7876; www.evergreengauges.com WI D3X
Polymatrix is back! Polymatrix UltraCoat and Ultra-Clean work on restored and new tractors, semis, autos of every type and many types of surfaces. Go to: https:// www.protectivecoatingsystems.com or call 208-509-9319 to find a good package deal on UltraCoat and Ultra-Clean for $129.95! SD
Two 1953 John Deere 40s, both in good running condition. Both have 3-point and one has new rear tires. Will sell separately or as a pair. Call early mornings or after 6 PM. P 563-212-3809 (no text). IA F3X
John Deere 530, flat top fenders. PS, LPTO, 3-pt, deluxe seat, excellent tires. $8500. Please call. Do not text. Ph. 330-806-0145. OH
We have clutch covers, grill screens, manifolds, battery boxes, water pumps, steering wheels and more, plus a yard full of used 2 cylinder parts tractors. Over 25 years of experience. We also have battery boxes, grills, steering wheels and other parts for New Generation tractors. Call Shepard’s Tractor Parts, 715-928-1039 (cell) or 715265-4988. WI
Electric starter kit for 70/720/730. Includes 12 volt starter, bracket, alternator and brackets, engine cover, breather standpipe, plug and caps for water ports, $1325. Kit for 80/820/830, $1395. Battery box now available. Free shipping. Also battery cable kit now available. Ph. 717-445-9465. PA G3X
Automatic release brake locks for two cylinders. Parts: 420W, 50 and 630 RC; 520-630 LP and A-730: air stacks, 3-points. Hose and breakaway kits for dual hydraulics 520-730; also Behlen overdrives, round spokes and lugs. 800/801 hitches and parts. Aftermarket parts. 3-16s 825 rollover plow; 820, 825 rollover plows and plow parts. Marlin Smith, Pine Valley Farm Equipment. Ph. 712-579-9922. IA G3X
PARTS AND DECKS for older Deeres. 110, 140, 200s, 300s, 400s and over 150 lawn tractors for sale. Ph. 219-942-2242, website: tractorsalesandparts.com. IN H6X
Many magnetos and carburetors for sale including two big nut carbs, No. 3 carburetor for model Ds and many others. Call EZ Tractor Shop, ask for Eldon, 785-332 5482. F3X
Scott’s Tractor Restoration, 14025 Haumesser Road, Shabbona, IL 60550. We offer complete restoration and mechanical repair on all makes and models of tractors. Showroom quality. Ph. 815-762-0851, website: www.scottstractorrestoration.com or email: twocylindersh@aol.com. A12X
FOR SALE: Hubs for taper-lock JD flywheels. Also new old stock JD tractors and machinery bearings and high-speed gears for tractor rides. Ph. 701-942-3102. ND F3X
Large inventory of good used two cylinder parts. Call for parts needed - casting numbers and/or parts numbers appreciated when you call. Detwiler Tractor Parts, Spencer, WI. Ph. 715-659-4174 or 715-6594252 weekdays 9-5. C6X
Model R head, two pony motor magnetos, and pony motor block (nice), No. 3 carburetors for model Ds. Ph. 785-821-2600. KS F3X
We have parts for your 45 combine! www.45combineparts.com. Ph. 417-2592520. MO A6X
Now in its fourth printing with 15 more pages, this is the handbook of the John Deere model “A,”
A book that should be on the “must read” list of any unstyled “A” owner. There is probably no other book on the market that goes into so much detail on a single model of tractor. Shows illustrations of nearly every change made in the parts that make up the unstyled “A.” 95 pages, 11x8-1/2 inches, soft cover.
Carr’s Repair: JD R and 730/830D overbore piston kits. Ph. 807-487-2548. International Falls, MN. No Sunday calls. Website: www. carrsrepairvintageparts.com (F3X)
New and used parts for JD two cylinder tractors and crawlers and some NOS parts. Models A, B, D, G, H, LA, M, 40, 50, 60, 70, 70D, 440, 520, 620, 720D, 530, 630, 730, etc. A&L Parts, 315-536-0543. NY C12X
1938 John Deere A, complete tractor, flat back, call for pics and info after 5 PM. Near Burnsville MS. Call Jim, phone 865-6071190. MS G3X
New and used JD two cylinder parts. Specializing in H, M, MT, 40, 420, 430, GP, 800 and 801 3-points and parts. Also: See my eBay store for specials and NOS parts. Some NOS parts, many reproduction parts. Dave Cook Tractor Parts, 715-373-2092. Morning calls are BEST. WI H6X
Berry Cam Service: For your 2, 4 and 6 cylinder camshafts, stock or antique pullers. Ph. 320-395-2377. Location: 2466 Gabler Ave SE, Buffalo, MN 55313. G6X
• To personally drop off your carburetor, please call for an
• WE STOCK carburetors—rebuilt and ready to install on your tractor
1950 styled AR, many unstyled G parts. 70 diesel just fresh in! Parting out: 70 gas burner, 630, good tin; styled G, also H. Parts for unstyled A, B, GP, D. Styled A, B, D, G, 50, 60, 520 and 620. Some R parts. Call Larry Frederick, 308-5207416. NE L6X
Canopies for John Deere 3020, 4020, etc. Powder coated yellow. $1135. Quantity discounts. Ships truck freight. Nelson Horning, 585-526-6705. NY C12X
Gear reduction starter built for 3010 JD through xx60 series. Adaptable to some 8000 series JD tractors and some JD loaders. Starts easier. About $100 cheaper than OEM. No core charge. Call 218-234-6500. NE F3X
Taper-Loc flywheels. We manufacture and sell the original Allen Machine Works flywheels and supply hubs for the same. Also rebuild options available. Ph. 717445-9465. PA G3X
To place a classified ad, call 402-643-6269 or email info@greenmagazine.com.
Kurt & Mindy Bleke • 5026 Maples Road • Fort Wayne, IN 46816 Tollfree: 800-287-7390 Phone/Fax:
9 AM to 6 PM EST M-F • Saturday 9 - 12
Lind Bros Tractor and Parts, LLC
• New aftermarket, rebuilt and used parts for JD A, B , D, G, H, M, R, 320, 330, 40, 420, 430, 50, 520, 530, 60, 620, 630, 70, 720, 730, 80, 820, 830, 3010 3020, 4010, 4020.
• Used parts include: weights, 3-pts., toplinks, dual hydraulics, float ride seats, clutch parts, hubs, transmission gears, sheet metal, tires and rims, 720-730 ES parts, all-fuel manifolds, brake parts, square and round tube WFEs, heads, blocks and PTO parts.
• New parts include: manifolds, battery boxes, carburetor kits, air stacks, mufflers, grill screens, radiator cores, lights and overhaul kits.
• Rebuilt parts include: Taper-Loc flywheels, electric start conversion kits, float ride seats, starters, carburetors, cleaned and lined gas tanks. Also have crack checked heads and blocks.
Toys, Books, Manuals & Videos
TRACTOR MANUALS AND LITERATURE, large selection, ag, industrial, L&G. Jim Robinett, 5141 Kimball Road, Ontario, OR 97914. Ph. 206-713-3441,send email: tractrmnul@aol.com. OR C12X
John Deere operators’ manuals: 4010, 4000, 4020, 3010, 3020, 2520, 2510, 1010, 2010, 4620, good used, $20. Very good used original, $30. Service manuals: 3020, 4020, 4620, 4640, 2155, 2570, 2020, 2630, 4520, 1020, 830, $35 to $90 each. Some parts catalogs available. Can ship. Call Nelson, 585-526-6705. NY F3X
Wanted & Announcements
Wanted: Rear hydraulic outlets for 80/820/830. Ph. 715-697-9381. WI
Wanted: Want to buy late model John Deere model A or B. Must be a tricycle Roll-OMatic. Only interested in show quality. Would also buy a John Deere #5 sickle mower in excellent original or restored condition. Ph. 270-253-2615. KY
Wanted: Looking for information on a 1964 4020, SN 87008, possibly to buy. Will give finder’s fee. Ph. 815-266-4630 IL H3X
Wanted: Looking for a nice working condition John Deere model L manure spreader, must by in nice original condition. Ph. 701-437-3176. ND F3X
Wanted: Small and large tractor collections. John Deere tractor parts. Vintage farm primitives. Guaranteed funds. No hassle. We do all the work from start to finish. Ph. 605-464-4683. SD D6X
Wanted: 1969 to 1972 4020, propane or diesel, Power Shift. Ph. 620-923-3364. KS G3X
Announcing: Join us for the Annual Dacusville Farm Show in upstate South Carolina! Tractors, steam engines, farm exhibits, car show, kids zone, food, vendors and entertainment. August 30th & 31st, 2025. Free parking! $10 cash admission, (children, military, and exhibitors get FREE admission!). Visit our website at this site: dacusvilleheritageassociation.org for more info or call 864-351-8520 or text 864-4146063. G2X
Specialized Look Into The Unstyled Model
Handbook of the John Deere Model B 1934-1938 For years now, thousands of you have relied on the Specialized Look into the Model A book written by Wes Malcolm and published by Green Magazine. Now we offer the same types of information, except about the model “B,” written and compiled by a panel of experts who have spent decades collecting and restoring the unstyled version of Deere’s most popular tractor. This book shows nearly every change made in the parts that make up the unstyled “B.” It also has history, specifications, serial numbers, original prices and much, much more.
Remanufactured stepper motor
By
2-Cylinder Plus Tractor Salvage, 7
2026/1959 calendar:, 3
Agri-Services, 26
A&L Parts, 26
Auction: Alkire two cylinder collection, 9
Auction: Arlyn Baerg, 12
Auction: Ken & Harley Myllykangas, 31
Auction: Michael Bausch estate, 7
Auction: Randy Pries, 8
Book: A Specialized Look Into The Unstyled Model A, 64
Book: A Specialized Look Into The Unstyled Model B, 67
Book bundle: Green Magazine, 2
Book: Mr. Thinker’s John Deere Almanac, Fourth Edition, 66
Book: The John Deere Unstyled Letter Series, 68
Brillman Company, 69
Burrey Carburetor Repair, 65
Central Fuel Injection Service, 26
Countryside Tractor, 8
Crawler parts: Lavoy Wilcox, 63
Decals: QuipCal.com, 61
Dennis Polk, 27
Detwiler Tractor Parts, 8
Dillner's Tractors, 63
Dubuque top links - Bill Miller, 74
EverGreen Restoration, 19
Fisk Carburetor and Ignition, 13
For sale: 1958 model 320, 65 Garry Power, 61
Green Magazine back issues, 71 Green Magazine Bookstore, 70 GreenMagazine.com, 74
GreenLight Products, 68 Iron Bull Mfg., 74
John Reed Antique Tractor Parts, 62
Jorde’s Decals, 74
K&K Antique Tractors, 18
L and LA parts - Ron Brungart, 62 Lakeside Service & Supply, 74 Lind Bros Tractor and Parts, 66
A Specialized Look Into The Unstyled Model B: The Handbook of the John Deere Model B 1934-1938 This book should be on the “must read” list of any unstyled “B” owner. Offers the same type of info as the unstyled “A” book (at right). Written by experts who have collected and restored the unstyled version of Deere’s most popular tractor, 84 pages, 11x8-1/2,” soft cover. GM8B - $39.95 US, $47.95 C, $52.95 F
Bookstore
The place to go for accurate and informative books
A Specialized Look Into The Unstyled Model A: The Handbook of the John Deere A 1934-1938 Now in its fourth printing, no other book goes into so much detail on a single model of tractor. Shows illustrations of nearly every change made in the parts that make up the unstyled “A.”
Written by Wes Malcolm, 95 pages, 11x81/2,” soft cover. GM7A - $39.95 US, $47.95 C, $52.95 F
THE GREEN EXPERIENCE
The John Deere Unstyled Letter Series Covers the JD unstyled GP, D, B, A, L, G, AR, AO, AI, BO, BR, BI, BO Lindeman, DI, 62, Y, W, AOS, Waterloo Boys and predecessors. Production numbers, year/SN breaks, original prices, matched working equipment, magnetos, carbs, wheels, history. 8-1/2 x 11,” soft cover, 160 pages. GM10: $24.00 US/C, $31.00 F NOW ON SALE! $18.00 US, $30.00 C/F
Articles first seen in Green Magazine 1984-2000
Mr. Thinker’s John Deere Almanac, Fourth Edition All the same info found in earlier editions plus now Dan Brotzman’s New Gen and Gen II SN guide. For all models built from 1918 to 1972: history, SN/year breaks, accurate production numbers (no 820 three cylinder, 1020, 1520, 2020), notes on some significant changes, charts on tractor fluid capacities, cubic inches, compression ratios, torque specs, list of plow beam numbers. Info on proper colors of mufflers, axles, horse drawn equipment, fuels/lubricants, E/W stationary engines, L&G tractors. Chart on heights, weights and top speeds; SN/year charts for models 45 through 105 combines; tractor/loader application chart; SN/year charts for all tractors built from 1973 to 1990; and production numbers for models 4030 and 4230. 8-1/2”x5-1/2,” soft cover, black/white. MRT4 - $19.95 US, $28.00 C, $36.00 F
Approximately 96 pages of the best articles taken from Green Magazine’s first 15 years. Every member of the family will enjoy this book of restorations gone awry, trips that didn’t go as planned, cherished memories and sometimes profound situations. Not a technical or historical book, but a book about the lives and experiences of those who enjoy John Deere tractors. 11”x8-1/2,” about 96 pages, soft cover. GREX - $20.00 US, $30.00 Canada, $40.00 Foreign
The John Deere Hi-Crop Book This book provides serial number lists for JD models A, G, 60, 70, 620, 720, 430, 630, 730, 2010, 2510, 4010, 2520, 3020 and 4020. Verify Hi-Crop serial numbers, build dates and shipping locations in a pocket-sized book that’s easy to carry anywhere. Production summaries of two cylinder Hi-Crop tractors provided, as well as Hi-Crop totals by state and more. 72 pages, 5.5 x 8.5,” paperback, limited quantity. Order GMHC - $19.95 US, $26.95 C/F
A Tractor Goes Farming Author Roy Harrington (co-author of John Deere Tractors & Equipment, Vol. 2) has put together a book that places the child in the driver's seat of a variety of tractor makes and models. Short sentences that kids will be able to read alone or with help and full color photos to please everyone. 32 pages, 7 x 8-1/2, hardbound. AS6T - $10.95 US, $16.95 C/F
Grandpa’s John Deere Tractors This book for kids tells the history of Deere and Company starting with John Deere and his steel plow. Then in 48 pages with 50 color photos, it talks about how farming and JD tractors have changed. Best for kids 5 to 10 years. 7 x 8-1/2, hardbound, written by Roy Harrington. AS8K - $13.95 US, $19.95 C/F
How John Deere Tractors and Implements
Work Kids are always asking questions, especially about big machines. This book will give kids the answers they crave as they step into the field with impressive John Deere tractors and implements. Ages 8 to adult. 8-1/2 x 11, hardbound, 48 pages. AS9H - $14.95 US, $21.95 C/F
Mr. Thinker:
I am working on a John Deere 70 diesel wheatland. The issue is the clutch.
All parts have basically been replaced. The clutch, when not running, seems to snap in and out the way it should. When the tractor starts, the clutch locks in, and when you try to disengage the clutch and to stop the clutch with the clutch brake, it kills the diesel engine. Also, disengaging it does not let you shift into gear. Checked crankshaft end play. It is 3/16 to 1/4 inch. Don’t know what to do or what to check to make work. All settings and tolerances seem to be right.
K.F., Washington
There are many things in play here. First of all, the crankshaft endplay is excessive. You will likely need thrust washers on the left hand (flywheel) side of the crankshaft or, at the very least, need to slide your flywheel farther onto the crankshaft. As for the clutch, once the endplay is set correctly, the next step is to set the pulley brake correctly. This adjustment is spelled out clearly in your operator’s manual. If you don’t have one, get one. The pulley brake is too tight, which is not allowing full disengagement of the clutch. If you simply installed parts without adjusting things correctly, this is the expected outcome. MT
Mr. Thinker,
Answers to Mr. Thinker are provided by a variety of “experts.” Mail a question to Mr. Thinker/Green Magazine PO Box 95 • Bee, NE 68314 Email: info@greenmagazine.com
return. Returning to the filter can collapse the filter in cold conditions or wind up slamming the hydraulic filter relief valve up into the housing causing it to stick. A stuck hydraulic filter relief valve causes low flow to the front pump and recirculation of dirty hydraulic oil. Returning oil to the rockshaft oil return is a much better alternative on a row crop tractor than the ported filter cover.
R. B., South Dakota
Thanks for the clarification and additional information. Fluid dynamics on something even as relatively simple as a 60 year old tractor can be a tricky thing. MT
Dear Mr. Thinker, What is the best place to find a flat belt? I need a small one to run a one hole corn sheller with my three horse “E” engine.
B.C., Washington
In the July 2025 issue, there was a guy asking about hydraulic hookups on a 4010 with a 48 loader and an independent loader valve. He was picking up his pressure from the rockshaft pressure oil line by replacing the elbow with a tee fitting, which is a good way. He was running the return into the plug by the serial number plate, which doesn’t work because the transmission pump, which feeds the front pump, cannot keep up with the demand of the front pump. You told him to return the oil to a ported filter cover, which works with the proper cover and bolt and spring, which gets expensive. A much cheaper way is to replace the rock shaft return elbow located behind the hydraulic oil filter and in front of the final drive with a tee fitting and returning the oil there. This is the same place that the whole tractor’s hydraulic system returns its oil and the tractor has protections built in for this oil
The simplest and fastest plan might be a round baler belt. It can be purchased at many farm stores or even found used and cut and spliced to whatever length you need. There are also a few companies out there that can make a belt to your specifications, among them McMaster-Carr, phone number 630-833-0300; and Bearing Belt and Chain at 602-252-6541. MT
Mr. Thinker,
What model number is this plow or is it a farmer conversion from a drawn plow? I have never seen one like this before.
B.H., Iowa
That’s an 810 special trash plow. The front hitch has been modified to sit lower relative to the frame so the plow would lift higher than the factory hitch. Due to the hitch being mounted high on the frame to allow for more clearance, it resulted in there being limited ground clearance under the bottoms when transporting or turning on headlands. MT
Mr. Thinker,
After all these years of being a Green Magazine subscriber, I’ve probably missed the answer to this question…why are the vertical twins’ sound so different from the horizontal ones? I realize the vertical ones are higher RPM engines, but don’t think that’s the answer. Enlighten me, please!
J.K., New Hampshire
Little bit of this, little bit of that and RPMs are definitely part of the equation. The Dubuque tractors have considerably less displacement than the Waterloo builts, with the exception of the “H.” Most of the verticals are “square,” meaning that their bore and stroke is equal, or nearly so, while horizontals are “undersquare” having a longer stroke than bore diameter. Add in to that different shaped combustion chambers, manifolds and exhaust systems and it all adds up to a different sound. MT
Mr. Thinker,
Did John Deere ever make a model 50W front end loader for their farm tractors?
T.B., New York
To be clear, we are going to assume by adding the “W,” you mean a version for use with wide front tractors. Sorry, but the 50 loader was only built in a straight-armed version that could only be used on narrow front tractors. Deere did build a cute little No. 30 loader though that could be used on a wide front “M.” Owers of Waterloobuilt tractors would have to wait until the 45W was introduced before they would have a Deere loader for their narrow front tractors. MT
Roy Hofer works the ground with his JD 820 and JD 225 disk near Canby, Oregon.
