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.
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Has anyone out there ever found and then bought back a special tractor many years later? My first solo restoration project was a 1931 model “D,” that I sold somewhere in the late 1980s, when I decided to focus more on New Generation tractors, or needed money, or both. About a year ago, I began to yearn to get it back, and a couple of months ago found out that the man I sold it to, who lived about 40 miles from me, had sold it again about 20 years ago. So the search is on, and there is a picture of it taken on the day I sold it in the want ads of this issue if you want to see what it looks like. If you read my ad last month, and said to yourself, “My tractor looks exactly like that, except I don’t see any sign of the rear spokes being cut off and welded back again,” then check out the new information. I remembered that I eventually bought a good set of rear steel and installed it. Welding cut offs back on to hubs is even less fun than it sounds. The spokes often don’t line up and sometimes there are gaps where a new piece of metal has to be filled in. There are people who do this as a business, and they have my respect. But back to my original question, have you ever gotten a tractor back after many years? I would love to hear some stories, and
especially what is the longest period of time a tractor was sold and then returned home.
The weather was nice, the earth was dry, and it hadn’t been planted yet. Oh, what a temptation for a guy with an old tractor and a plow! Yes, I took my “BO” and No. 51 plow out and did a little unneeded tillage in early May. The farmer who farms this piece of ground plants no-till, so that’s why I call it “unneeded.” I didn’t do too much damage plowing for a half hour with a one-bottom plow. Nonetheless, to help mediate any problems, I later attacked the plowed ground with a 10-foot single action disk. While I was doing that, the neighbor across the fence pulled in with some sort of tillage implement and a red tractor that had to be 300 horsepower and less than three years old. I wonder if he was jealous of me?
I hope to see a lot of you at Classic Green Reunion June 12th through 14th. Sounds like it is shaping up to be a heck of a show. While there, be sure to stop by our table inside the Wisconsin Building. If you are a subscriber, we may even have a fantastic gift for you. Or something incredibly average—I guess you’ll have to stop by and find out.
See you next month.
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I read the interesting article from Dan Brotzman about the PTO differences between the 10 and 20 series in the April issue of Green Magazine
One thing he forgot to mention was that the mid mount PTO shaft on the 10 series turns at the same speed as the shaft at the rear. It’s a 21 spline shaft, same as the 1-3/8 inch 1000 shaft, but if the 540 stub is attached to the rear PTO, it only turns at 540 RPM. The 1000 stub has to be on, or the 540 stub removed, to allow the shifter rod to operate in the 1000 PTO position.
On the 20 series, the mid shaft turns at 1000 RPM all the time, regardless of which PTO shaft is in the rear socket. I learned this the hard way, 30 years ago, after many sleepless nights, trying to figure out why a No. 50 side mount sickle mower worked perfectly on a 3020 tractor, but when I put it on a 4010, all it did was plug if I drove the same speed. I thought maybe this info might save someone else a few headaches!
Tim Sieren, Iowa
You gave some good ideas how to fix a hydraulic problem as written about in the April Mr. Thinker column.
Here are some other ideas.
• Hook another implement or loader up to the tractor outlets and see how the hydraulic works when hot.
• Hook the hoses from another known good loader up to the tractor and see how it works.
• Bypass the external loader valve and hook loader hoses directly to tractor outlet as a test. This happened to me on a 4010. The loader would not lift any weight. I blamed the tractor, repaired and rebuilt all kinds of parts on the tractor.
Finally out of desperation, I backed the 4010 up to another
4010 with a known good loader, switched hoses and the bad tractor operated the good loader just fine.
Turns out the loader cylinders had disintegrated seals and there were massive internal oil leaks.
Thanks for all you do for us.
Mark Burrell, Oklahoma
When I was growing up in northern Illinois, there were six dairy farms all within three miles of our home farm, also dairy. There were a lot of small square bales put up in the summer and if you were lucky, when a neighbor called your parents to see if there was baling at home, you got to go do the same stuff you did at home but you got paid!
Now if small square bales are to be made, you need an accumulator and a hydraulic grapple to stack them on a gooseneck but not everyone has all that stuff. This was a good day baling straw the old fashioned way (933 bales). A 3020 gas Power Shift is a fantastic baler tractor. The two young men, Flash and Aiden, were good stackers (see below). Yes, I even got on the wagon a couple times too for those keeping score—two 963 gears, two 953 gears, 1106Y gear and one 1065 gear. The 953
behind the baler was the first rubber tired wagon bought by my grandfather in the 1940s. My dad told me that they would switch a hay rack, flarebox and endgate seeder double box onto the gear for a few years.
Always look forward to GM each month!
Craig “Moose” McClure,
IL
I put power blocks in my 1948 model “A” and in my 1949 model “A” more than 50 years ago. The ’48 is still running good. A year ago, my ’49 was getting antifreeze in the right cylinder. The head gasket looked good. I had the cylinder head checked for cracks at a local shop. It was okay. Then I took the block to the same shop, hoping they could get the wet sleeves out. But I think the manufacturer of these blocks never intended for anyone to ever remove the wet sleeves. They were in super tight. They ruined the sleeves when trying to get them out.
I called Tractor Supply (TSC), asking if they could get sleeves for the block, but they didn’t know what I was talking about. I had bought the blocks from them in 1969. I went online, looking for machine shops that could
make new sleeves for it. Out of about 10 or 12 places that I called, I found only one that said he “could take care of it.” I sent it to Lakes Engine Machining at Ruthven, Iowa. He bored the old sleeves out, repaired a crack at the front between the cylinders and made new sleeves. There was very LITTLE wear in the sleeves and pistons. I almost told him to re-use the rings, but rings do not re-seal after they’ve been disturbed. He
got a ring set for a model 720 and cut wider grooves in the pistons. While the block was out, I had time to check the adjustment of the connecting rods. I took out one .004 shim from one side of each rod and there was a drag on them. I tried a pair of updated insert rods with .002 undersize bearings. They seized up before I got the nuts tight. I put it together with all the shims in the original rods.
I used it to plant beans in the spring of ’24. It runs like a new block. I don’t think there is another tractor from 1949 with all the shims in the rods with standard size rod journals on the crankshaft. It would last 100 years if it doesn’t crack again and if I were the only person to use it. I think the previous internal parts would have lasted 100 years if it hadn’t cracked. Herman Lenz, Iowa
SHOW DATES: Thursday, July 10, through Saturday, July 12 • 9 AM to 9 PM
Admission Donations: Adults: $10 or $20 for 3-day pass • Children under 12 FREE Accepting anything John Deere, including equipment, toys and memorabilia!
To consign and advertise your items, please call Jeff Dann at 585-233-9570 or email dannauctioneers@gmail.com
I began the project in 2018, when I purchased a nonrunning 4020 gas from my brother. It had lots of seized parts, including the engine. Rather than overhaul the gas engine, I bought a gear drive 6620 combine to get the 466 engine out of it. The 4020’s transmission also shifted poorly, so I had to rebuild it.
I was very pleased with how well the 4020 ran and drove with its new 466 engine; now it was time to mount the cab. To get it to sit low enough, we had to cut metal away from the bell housing.
Submitted by,
Lorne Glanville Walton,
Ontario
Above: The 4020 gas burner when we got it.
Above right: 466 engine between combine and tractor.
Right: Lots of parts in a new transmission.
My brother Les driving the 4020 with the new diesel engine. Sorry to say he passed away before I got it completed.
Cab interior with Generation II type steering column.
Bell housing trimmed to allow cab to sit lower.
Cab during restoration.
QUALITY NEW & USED PARTS
The very first 150 mile Vintage Challenge took place back in 2009, two years after RJ Carlson was inducted in the Snowmobile Hall of Fame for his part in launching the Deere snowmobile division and the Enduro Team Deere race team. Deere sled collectors kept bringing their sleds back to St. Germain to take part in the Ride with the Champs before attending the HOF induction ceremony. As we were planning to return to the Hall once again for 2009, Brian Lindner started a thread on www.jdsleds.com website called “Riding the race sleds,” asking how many JD cross-country race sleds could we all get ready to ride before the next February. RJ Carlson’s son Jon, a former Enduro Team Deere racer and snowmobile collector himself, posted on the thread: “Very interesting, could the vintage ride go to the UP…” (meaning the Upper Peninsula of Michigan) and the 150 mile Vintage Challenge was born.
I made the call to Loren Anderson, president of the HOF, to try to convince him that our crazy idea was actually a good one. He was not sure if enough vintage sleds would show up to support a regular vintage ride and the Vintage Challenge to Lake Gogebic but he was willing to entertain us.
You see, a ride from St. Germain, Wisconsin up to Fishtails restaurant on Lake Gogebic, Michigan was the historic route of the first Ride with the Champs back in 1984. For RJ Carlson’s induction, trails around St. Germain
were closed, so about 13 John Deere sled riders trailered over to Lakes in Moniqua and rode around for the afternoon, having lunch at Bosacki’s Boat House. For 2008, Jon Carlson had co-guided a modern “fast ride” on a ride to Lake Gogebic, while the vintage guys did a shorter, more local route. As we departed for Michigan, I had made a mental note that if I came back again, I was not going to leave my vintage buddies behind. But attempting the 150 miles to Fishtails and back would be historic, slightly insane, and maybe even monumental on vintage Deere sleds.
That first vintage trip north was certainly memorable for the 27 participants. The modern riders also
rode to lunch at Fishtails, but they were walking out about the same time as we were arriving. Some of the large vintage group got lost, or “took the scenic way back.” We suffered with everything from broken suspension rails to cracked drive clutches. Too fat (too rich on fuel) carb jetting slowed us down with trailside tuning. But we did it, even if half the crew walked into the Whitetail Inn partway through the Induction Banquet dinner.
Over the years, we got quicker and better. The route has changed depending on the trail conditions as we found that shorter 100 to 120 mile rides were more conducive to getting back to before the autograph session or induction banquet started.
The very first Vintage Challenge was held in 2009 where Deere sleds made up about half of the 27 riders. We stopped on the Lake at Bents Camp to gather the group, about halfway to Fishtails on Lake Gogebic. Those who took part in the first Vintage Challenge found it to very memorable experience! Lindner called it “epic.”
For 2025, some of the crew would have liked to return to Lake Gogebic. But Brian and I were not 100 percent certain we were ready for the “big ride” after taking a “no snow” year off completely in 2024, and only having shorter rides available for the past few years due to low snow and trail conditions. We decided together that after a successful 60 mile Bogie Bash on Friday, maybe a 90 to 100 mile ride would be prudent for Saturday’s Vintage Challenge. We were already going to be adding about 50 percent to Friday’s ride, and that seemed like plenty. Brian suggested we head past Boulder Junction and ride to Manitowish Waters and stop for lunch at a place we have hit once or maybe twice before, The Rustic Roadhaus. After considering other options, we made that our agreed upon destination.
We got up early Saturday morning to grab breakfast at the Whitetail Inn with all the Ride with the Champs participants and to prepare for the coming day. Gary Whirry kindly offered to drive the support truck and trailer for us. We learned the hard way the first year that these longer trips on 40 to 50-year-old machines really require a support vehicle. Plus, gas stops go way faster if we have some pre-mix fuel with us, and we have tools, extra
Soon after gassing up at the Cisco Resort back in 2009, Jon Carlson’s Liquidator blew a belt…and the drive clutch. I am standing with my back to the camera in a yellow and black vintage racing leathers as Jon, on the far right, and the crew talk over the trail and updated plans, as he was our main guide up to then.
oil, and spare belts and even a spare sled in the trailer if needed.
We had about 15 people sign up, but some of riders changed plans at the last minute, so I think we headed out with about 11 of us in total. Once again, we were a John Deere heavy crew, but a pair of classic Thundercats joined us for the fun of it. Most of the repeat riders from Friday traded up to newer rides than our Bogie Bash machines. Lindner parked his ’73 JDX-8 for a ’76 Cyclone 340 with Jason Peterson following suit, trading up a model year from a 1975 800 to his beautifully restored ’76 Cyclone 440. Dave Clark upgraded from his 800 to a 1980 Liquifire while his nephew, Andrew, held the bogie line and rode his 1975 model 800 again. Tom Rehberg stayed with his nice looking ’78 Liquifire 440 again for this longer ride. I parked my trusty ’72 JD 400 for our ’83 Sprintfire 340, going from Deere’s oldest to their latest model snowmobile. We did have two first time riders with us, a father and son duo, Mike and Johnathan Doll. Both were on Sportfires, an ’83 and an ’80, respectively.
The ride started off early, with about five inches of fresh snow on the ground and trails. That has been
a welcome, but rare occurrence over the years. The first part of the ride up to Boulder Junction would be familiar to those of us who rode the day before, except we left from the Whitetail Inn instead of the Whitetail Lodge, but both are located on Highway 70. We were going to run up “C” and then cut over to Sayner, stop at Sayner Mobile, drop onto Plum and Star Lakes, go past Stillwaters on the way to Boulder… except remember that part about having a support truck tag along. Ya, that was a good idea.
Everything went pretty smoothly up to Sayner Mobile, but we always take a stop there to check on men and machines. The always well-prepared Jason Peterson asked for a minute to tighten up the track on his Cyclone. Jason is always one of the first guys to lend someone a hand, and we were more than happy to return the favor with lending tools or manpower. Just a few minutes later, the crew was off, and then onto the lakes—that was, until Rehberg pulled over at the end of Plum Lake, the first lake after Sayner, and opened his hood to find his exhaust manifold had “exited the chat,” to quote Lindner. The welds let go that held the Y pipe to the mount-
We were down a few sleds, but most of us made it to Fishtails for lunch. Lindner’s black 1974 JDX-8, front, became a staple of the VCs, completing some 10 in a row without fail. My ’78 Cross Country Liquifire was parked two sleds down. We all made it the 75 miles back to the Whitetail Inn safe and sound, but without our main guide, the arrival was scattered back in 2009.
ing flange, cutting Tom’s day short. Despite this noisy failure, Tom was able to ride through the woods, over Star Lake and to Stillwater’s Resort on the north shore where the support truck picked him up. This misfortune won Rehberg the distinction of earning First Out Trophy, given to the first sled to drop out of the Vintage Challenge.
After making sure Tom was all set at Stillwaters, we regathered the group and continued northwest to Boulder. The ride there was again relatively smooth and uneventful. The weather was nice, not too cold with a little overcast. The sleds were kicking
The 2025 VC crew, mostly Deere sleds again, but we had learned to deal with adversity much better. And we had learned the local trails a lot better than the first year, helping to keep the ride running smoothly. Maps and GPS helped a lot, too.
Below: Jason Peterson holds the gold standard for preparation, dressing the part, and for being an all-around pleasant guy to be around. When he asked that we hold up departure the for a second, several of us lent a hand to help with his quick track adjustment as he would be the first one to jump in to help a follow rider.
up a trail of snow dust from the fresh powder, which I found to be very scenic and Brian called it “glorious.” Conditions were better than any of us expected as trails had only opened a few weeks before we arrived.
As we rode the short access trail into Boulder, bad luck struck again as Rick Mielke’s drive clutch was going south. He nursed his Trail Twister into the gas stop at Lakewood Market in Boulder Junction, where it too was loaded into the support trailer. This was too bad, as Rick’s restored Spitfire had conked out earlier in the week also. Mike Doll’s Sportfire seemed to be dripping fuel, but Tom Rehberg did a quick re-route of his fuel tank vent lines to solve that one. Dave Clark’s 80 Liquifire was performing oddly, so upon discovering his spare belt was an NOS original Deere belt from the ’80s, I gave him my new spare since the Sprintfire takes the same belt. Once everyone was squared away with fuel and minor adjustments, the reduced but intrepid crew headed out of Boulder where Lindner insisted I lead as the “official guide.”
We were pretty sure we only had to follow Trail 8W out of Boulder to our chosen lunch location in Manitowish Waters. Except for one small thing…I had not been on that part of the trail in years, and this is not exactly the way we took the last time we rode to The Rustic Roadhaus that I could remember. What could possibly go wrong? Directions and trail knowledge be dammed, we pointed our sleds west and hit the gas. Brian was more convinced that the trail would run us right into the gas station/ restaurant’s parking lot. I remained a skeptic. On the positive side, the trails were nice, generally wide, and pretty smooth. The fresh snow had helped smooth things over, literally. After a bit of riding, we turned a corner onto a seasonal road and seemed to have lost half the group. I turn the Sprintfire around to investigate.
Unfortunately, Jonathon Doll’s Sportfire had the hood up. Seems the axial cooling fan bearings had gone out on the Kawi 440 engine, causing it to overheat. So, we pulled the belt
off of her and Jason acted as crew tow truck with his Cyclone 440. Good news was that Lindner was right; we were only a mile or so away from our lunch destination so Jason’s tow truck duties were not too long. Once the trees started to clear, I said to myself, “This is the place” and the trail opened up to the large parking lot in front of The Rustic Roadhaus and the gas station. The support truck was already on site, and a few folks from the Hall of Fame had driven up to join us for lunch, too. The small staff at the restaurant served us all reasonably fast and lunch really hit the spot. After we enjoyed a nice meal and some comraderie, Johnathon’s 1980 Sportfire was loaded into
Tom Rehberg comes as well prepared as anyone, and is a far better mechanic than most of us. That didn’t stop a little bit of bad luck from slowing down his really nice ’78 Liquifire 440 on Plum Lake, however. Tom was a good sport about it though, and we look forward to having him join us again.
Below: It was only a few miles from the lunch stop where Jason Peterson got to put his 440 Cyclone’s towing capabilities to the test. Jason’s machine was more than up to the task. Good thing he tightened his track back at Sayner!
the trailer, which made me joke that “one more breakdown, and someone WILL have to ride my 400 back!” but no one seemed too enthusiastic about my offer.
Once geared and gassed up, we hit the trail back, knowing it would be both easier and harder. Easier because it was now more familiar to us. Harder because the closer we got to Sayner, the rougher the trails would probably be due to the day’s traffic. I led back to Boulder where it was basically a “splash and go” fuel stop minus my joy ride on Andrew Clark’s model 800 around the parking lot. Boy, those 46 horsepower 440cc bogie sleds are a hoot!
I had Brian lead for a while heading out of Boulder, but when we hit a notoriously rough trail, he put me back up front. Funny enough, the suspension rebuild I did a few years ago on Cari’s ’83 Sprintfire was an overachiever. The Yamaha Phazer shock worked wonders, preventing the little sled from bottoming out so I could run down the trail as fast I could keep control. As Brian said: “Rainville was bouncing down the trail ahead of me…”
After zipping back across the lakes, we pulled into the Sayner Mobile again. The guys in the support truck seemed to be enjoying the seat
Below, from left: 1980 Sportfire rider Johnathan Doll, support truck driver Gary Whirry and 1978 Liquifire rider Tom Rehberg were all in good spirts despite some wrenching needed in their immediate futures. While offered, no seemed real excited to hop on the mid-mount, bogie wheel ’72 model 400 to complete the ride.
heaters and munching on the snack bags the HOF gave out to the RWC participants. I joked that if they kept up looking so relaxed, one of the guys would be volunteered to ride my bogie wheel 400 the final leg back to St. Germain… wearing only a t-shirt. They laughed, from the comfort of the truck of course. We arrived back at the Whitetail in time for Brian to take his customary victory lap. The
crew got their sleds and gas cans out of the truck and trailer, and I loaded the trusty Sprintfire up with time to spare. After getting cleaned up, I joined my wife and son back at the Whitetail Inn for the induction banquet, silent auctions, and sharing tales of another great Vintage Challenge.
Joe Rainville is from Fort Worth, Texas. To contact him, send an email: joerainville@hotmail.com
One last gas stop at Boulder Junction and our small, but sturdy group of northwoods explorers would be heading back to St. Germain. We received an amazing amount of friendly waves and thumbs up and at least one “waving bow” as we passed groups of modern sleds. The recognition was pretty cool and fortunately we had no further breakdowns after lunch.
Below: Back at the Sayner Mobile for the last gas stop of the weekend, Brian Lindner was chatting with the crew in the truck, who all seemed to be enjoying the ride, while Andrew and David Clark got ready to climb back on their 800 and Liquifire, respectively. Hats off to Andrew for making the entire weekend on a sled he brought to his Uncle Dave’s in boxes the week before. Mike Doll and Jason Peterson were ready for the last few miles back to St. Germain. Another great ride with some great guys.
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Adding turbochargers to agricultural tractors introduced a quick jump in power for the farmer. Forcing more air into the tractors’ engines allowed them to make more horsepower out of the same displacement. Suddenly, a race for the highest horsepower row crop tractor was on. International Harvester brought out the 110 horsepower 1206 in 1965. Deere fired a grazing shot back with a row crop version of the 5020, but the hulking, wide turning tractor was not a great row crop tractor. IHC’s next effort was a 116 horsepower 1256 and 131 horsepower 1456. Deere tried again with the 4520 and 4620. These tractors put out 123 and 135 horsepower, allowing Deere to boast having the most powerful row crop tractor on the market, but they were also based on the 5020 and weighed in at two tons more than the 4020.
The problem, now, was that there was a 40 horsepower gap between Deere’s 4020 and 4620. Many farmers were interested in a row crop tractor with more horsepower, but could not justify the added cost and the compaction caused by the heavier weight of the big tractor. These farmers were left with two options: “settling” for a 4020 or buying a tractor from another manufacturer. Deere obviously was not going to be happy with at least one of those options.
The apparent solution to this
problem was to build a tractor that would fit in the middle of this gap. Previously, Deere had taken their larger tractors and tried to scale them down to fit the needs of a row crop machine. This time, Deere was going to take a slightly smaller tractor and scale it up. One thing that made this solution even better was that they would get to start with their most popular trac-
tor, the 4020. Deere had been building that tractor for seven years. Still, they were pumping out over 50 machines each day. The 404 engine had proven itself on this chassis and on others, and Deere was certain of its reliability. The engine was already pumping out big horsepower in turbocharged forms on the 4520 and 4620. It would do just fine here, as well.
A 4320 standard.
4320 Beginning Serial Numbers
Deere marketed the 4320 as the “Super 4020,” and in most measurements, that’s really what it was. The tractor took a 4020 with a 404 engine and added a turbocharger to it, boosting the output to 115 horsepower. The tractor could be placed in any situation that you could put a 4020 in, but in most cases it could get the work done more quickly by putting more power into your hands.
Aftermarket turbos had been available for the 4020 for some time, and it was no secret that these were being used to successfully put more power into the tractor. These machines were also notably reliable, showing that Deere had put plenty of iron into the drivetrain on the tractor. Still, Deere decided that the 4320 would be beefed up a little in that respect. They added 700 pounds to the drivetrain to strengthen it to guarantee that it would not tear itself apart.
Deere also upgraded the fuel system by moving the injection pump
to the front of the tractor and driving it off of the camshaft gear. New 21mm Robert Bosch injection nozzles replaced the 9.5mm “pencil” type nozzles. These new nozzles worked well but made it necessary to add an adapter between the injection port at the pump and the fuel line. These adapters, unfortunately, added another place where fuel could leak, and were the reason why many 4320 tractors have an engine side that’s perpetually covered in diesel and dust.
The main drawbacks of adding a turbocharger to an engine are increased fuel consumption and increased heat. The fuel consumption is generally easy to justify and not hard to manage—simply add a larger fuel tank or expect to make more fuel stops in a day. The heat, though, needs to be dealt with. Deere improved the cooling on the 4320 in a number of ways. First, an eight-blade fan with a larger shroud was used on the 4320. The fan moved more air and the shroud
did a better job of directing it to where it needed to go. The combustion air came into the tractor through the front of the hood. There was an air filter canister there, in front of the radiator, with pre-cleaner fins and a two-stage paper element air filter. The air was then directed to the turbo and into the engine. Any debris that was caught by the precleaner was dropped into an unloader valve and sent away from the engine. This removed the need for a vertical intake stack and made the tractor look a bit nicer while very slightly improving the operator’s view.
There was a problem with that setup, though. The 4320 drew in a lot of air. With the air cleaner in a low and confined position, the engine tended to draw in a lot of dust and debris. The paper air filter quickly plugged up and starved the engine for air. The tractor’s power would drop, noticeably, until the filter was cleaned. In even just moderately dusty conditions, it seemed that the operator would have to stop to clean out the filter during the workday. Vertical stack conversions were produced to help eliminate this problem, and so it is pretty common to see a 4320 with two stacks today. To improve the tractor’s cooling further, the capacity of the coolant was increased by a gallon. A larger radiator was used to help keep it cool. Deere also used a different water pump with a more efficient impeller. This moved the water through faster to keep the heat moving out of the engine. The pulleys that drove the water pump and cooling fan were changed to add an extra belt, as they required more power than the older units. The thermostats were moved and positioned side by side to help reduce water leaks.
The tractor was also outfitted with a better lubrication system and more means to cool the engine oil. Piston cooling orifices were added just underneath the cylinders. These supplied oil to keep the pistons cool despite the extra heat that the turbocharger brought to the engine. The oil cooler had an extra port on the top casting that fed oil lines that served to lubricate the turbocharger. A larger oil
Jeff Shafer’s 4320 row crop.
pan increased the engine oil capacity from 12 to 16 quarts for the 4320. Deere put a larger oil filter on the tractor to improve the throughput. They also moved it from inside the oil pan to the side of the engine, making replacing it a much cleaner and easier process. The oil filter also included a drain plug at the bottom to allow it to be drained before it was removed, making it so that it was less likely to spill dirty oil all over your tractor during a service.
All of the improvements made to the 4320 made sure that the more powerful engine would be just as reliable as the 4020, and it worked. The tractor lived up to its billing as a “Super 4020.” Just as hoped, a 4320 could do any job that a 4020 could do but had the extra horsepower required to run faster or pull harder.
There was only one difference in the options list between the 4020 and 4320. Every option available to the 4020 was also available to the 4320 except for one—the Power Shift transmission. It is unclear why Deere decided to do this. It wasn’t that the 4320 had too much power for such a transmission; the even more powerful 4620 was available with a Power Shift. It should not have required any substantial amount of tooling or alterations in the factory to make it work. Still, Deere never did offer it. Every 4320, then, was equipped with a Syncro-Range transmission. The Syncro-Range was a fantastic transmission and extremely reliable. Deere put a slightly larger clutch in the 4320.
Standard equipment on the 4320 included power steering, power brakes, a rockshaft, a single remote cylinder, a three-point, and a 540-1000 RPM PTO. To save some money on the price of a new tractor, a customer could leave off some of these standard parts. Extra items that could be added included one or two extra remote cylinders, a Roll-Gard with or without a canopy, or a Hinson Roll-Gard cab. This cab was available with added heating or air conditioning.
The 4320 was built with an adjustable wide front end as standard equipment. Most operators were satis-
John Hoffman at the wheel of the family’s 4320. He was about 86 at the time the photo was taken.
fied with that, as it could be adjusted to fit down most any row spacing, but a single front wheel, rigid or Roll-O-Matic dual front, narrow or wide adjustable front ends, and a fixed front axle were also available. With all of these options, the 4320 could be applied to nearly any common or specialty crop. Two kinds of adjustable-width hydraulic power-assist front ends were also made for the 4320. These were very rare options and were actually rather unreliable in service.
Rear tires for the 4320 came in 15.5x38, 16.9x38, 18.4x34, 18.4x38, 20.4x34, or 23.1x30 inch sizes, as requested by the buyer. If he wanted duals in the rear, he could choose from 13.6x38, 15.5x38, 16.9x38, 18.4x34, or 18.4x38. These options were mounted on either the regular rear axle, which went from 60 to 91 inches, or any of
and air conditioning.
three longer versions: the 60 to 97 inch long rear axle, 67 to 105 inch extra long rear axle, or 66 to 115 inch special long rear axle. Weight packages for both the front and rear were available, and guaranteed that the tractor was getting all of the traction down to the ground. Every 4320 that Deere built was technically a row crop tractor. They did not build a standard tread version of the tractor. A customer who felt that such a machine would be just the right fit for their farm, though, could outfit a 4320 to work as one. With the chosen options of a fixed wide front axle, heavy duty fenders, operator shields, and large rear tires, a customer would have a tractor that would look and function like a standard tractor. Deere also did not build a 4320 industrial tractor, but Deere did paint a few yellow before they left the factory.
Deere only built the 4320 for two years, but during that time, they sold over 17,500 tractors. The 4320 was the right tractor at the right time. Just when customers were wishing that they had more power than the 4020 could provide, the 4320 came along. It filled that spot without losing a single step of reliability, while also maintaining the nimbleness and versatility of the 4020.
Ted Braaksma’s original 4320 with Stolper cab
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.
When we hear the name John Deere, we first think of a company that produces a wide range of tractors and farm equipment. From a simple beginning, nearly a century and a half ago, a blacksmith by the name of John Deere produced a piece of equipment badly needed to turn the fertile soil to help feed an ever growing and expanding America, to a giant corporation known the world over.
Over the years, John Deere has marketed many items. Some they built, some they bought and put the name John Deere on, sometimes they worked with other companies to finally put the name John Deere on the finished product.
In later years, the name John Deere and its logo has appeared on recreational items, such as bicycles and snowmobiles, on items used around the home, tillers, mowers, chain saws, garden tractors, on hand tools and a host of other items to make living in this fast paced world easier and more enjoyable. John Deere has even appeared on clothes and the familiar Deere emblem has even been seen on mud flaps.
• Every now and then, something with the name John Deere on it appears that is rare and unusual.
• A little over 50 years ago, it was put on an item that surely was the largest thing that moved to carry this name.
• Unfortunately, it no longer exists and all we have left are pictures and some written history on it.
Every now and then, something with the name John Deere on it appears that is rare and unusual. A little over 80 years ago, it was put on an item that surely was the largest thing that moved to carry this name.
Unfortunately, it no longer exists and all we have left are pictures and some written history on it.
This item was one of about 2,700 built. The cost to build it was about $1,600,000. It was built in about 29
south of Swan Island, in one of two new ship building yards on the west coast by the Oregon Shipbuilding Corporation. This shipyard was established by the Kaiser Organization.
They were called the ugly ducklings of World War II. This name was given to them by Franklin D. Roosevelt. They were to be used only during the war but many of them were used for another 25 years. When the end of the war was in sight, their name was changed to victory ships.
They were built mainly to carry cargo, but a simple British design made them easy to modify into hospital ships, repair ships, to carry mules, training ships at marine schools, troop transports, and one had a nuclear reactor on board to produce electricity. They couldn’t have been fun to be on. Try sleeping in the hole with no ventilation, bunks six high, and 18 inches apart.
Of approximately 2,700 built, about 430 were left in 1970. About 200 were lost during the war from being torpedoed and things of that nature. Today, very few remain. The John Deere survived the war.
The majority of these ships were sold for scrap iron during the ‘60s and ‘70s, as was the fate of the John Deere. They were sold for about a tenth of what they cost to build. Something you may own from Japan or another country in that part of the world may have part of the John Deere in it.
The ship was welded together for faster production. More of these ships were built in its class than any other kind. It was classed EC-2 meaning Emergency Cargo Large Capacity.
The engine for this ship was also built in Portland, Oregon by Oregon War Industries Incorporated. The one engine was a basic design from the Civil War era. It was 30 feet high, weighed 135 tons, and produced 2,500 horsepower. It ran at 76 RPM and had one propeller.
The steam to power it came from two oil fired boilers, which used between 190 and 200 barrels of fuel a day or about 30 tons. All this horsepower gave the ship a speed of about 11 knots per hour. If they tied down the steam pop off valve, they could get 13 knots out of it. They averaged about eight knots in a convoy.
days, and because of the circumstances it was produced under, the quality assurance was not all that good as the later years would prove. One was put together in four days and 15 minutes and went to work three days later. This John Deere item was put to work eight days after being completed, outfitted and having a trial run. This large item was a little over 441 feet long and about 57 feet wide. What I have started to describe was a liberty ship, made during the early part of World War II, named after the man, John Deere, to help win the war.
It was built in Portland, Oregon, a couple miles
Many times they were overloaded because after filling the five holds on the ship, they would put items on the decks like crated aircraft, tanks, heavy machinery, bulldozers, trucks, small harbor tugs, and even locomotives.
Three holds in front of the engine and the two holds behind the engine could hold upwards to 200 railroad cars of cargo and what they put on the decks could amount to 250 to 300 of 40 ton railroad cars. In the five holds alone, they could put almost 2,850 Jeeps, almost 450 light trucks, 230,000,000 rounds of ammunition, or 3,440,000 C rations.
The war could not have been won without these
The John Deere heading toward the water after christening.
ships to supply the materials needed.
Labor was scarce in these ship building days and a lot of women were used in the ship building industry.
Even the Lindemans got in on the act. When Jesse Lindeman was interviewed in 1991, he stated that during World War II, they made pipe fittings that were used on Liberty ships constructed at the Portland Oregon ship building yards. So we are pretty certain that the Lindeman Brothers supplied parts for the S.S. John Deere. Also, a local machine shop, which is still in business in Yakima, Washington, made a steel lathe that was put on the John Deere.
On September 25, 1942, the keel was put down on the way for this ship and it was launched on October 23, 1942. The ship had the yard number 585. It slid down the way at about 12:30 p.m. under cloudy skies.
Mrs. Harold Bjorklund christened the ship and her daughter, Marian, was the flower girl. Mr. Bjorklund, a shipwright, who helped build the ship, got the honor to christen the ship through a workers’ drawing. Members of the christening party were given liberty stamps. Marian enjoyed the day very much as she was picked up from school in a black limousine. After the christening, they were treated to a dinner and music. She considered the christening of the John Deere one of the highlights of her life.
The ship was owned by the War Shipping Administration and was contracted to the Pacific and Atlantic Steamship Company. The ship was outfitted in the Portland area and a crew put together of Merchant Marine personnel. The Merchant Marine crews ran about 30 to 45 persons, depending on the situation, and were from all walks of life and all parts of the world.
For a while, to get enough persons to make up a crew, they dropped the age limit to 16 years old and went up to 76 years old maximum.
The woman who christened the ship, Mrs. Harold Bjorklund, is shown with ribbons from the champagne bottle, along with her daughter Marian, flower girl.
Part of the outfitting in Portland included armament. It started out with one five-inch gun and five 20mm machine guns. It also had a small number of automatic handguns. The ship was outfitted for all kinds of weather and situations; this even included gas masks.
With the original armament, about 15 people were used. These were not Merchant Marines but were Navy personnel. This caused a certain amount of conflict at times.
One of the officers in charge of the gun crew on one of its voyages wrote in a log book that the Navy personnel on the Liberty ships should be kept separated from the regular or Merchant Marine crew as they were a bad influence on the Navy personnel.
The armament crews were kept on the Liberty ships for a short
while after the end of World War II. The ship was used for a short time after the war and then was put into the Reserve Fleet.
Because room on one of these ships was limited, the crews had to eat in shifts. A picture of Mr. John Deere hung in the officers’ mess.
The first captain of the S.S. John Deere was Julian Richter. This was his second Liberty ship to command. The first one was torpedoed out from under him. He made a special effort to be at the christening and have his picture taken with Mrs. Bjorklund. He stated that he wanted this picture to be put in his personal quarters.
After being readied in Portland, it was sailed down the Pacific coast to San Francisco to pick up its first load of cargo and head west into the Pacific Ocean. Other places it loaded
in California were Alameda and Richmond on later trips into the Pacific. It usually brought back a load of cargo when it returned to the states.
Its first voyage took it to New Caledonia, in the South Pacific. This was less than a month after being christened. Not being set up as a troop ship, it usually carried cargo, but on a few occasions, it carried some military troops. It supported a number of invasions during the Pacific fighting.
In March 1944, it went to the aid of a troop ship which ran aground on an atoll in the South Pacific. It remained there for about three months, standing by the grounded ship. When a typhoon caused this troop ship to break up, the John Deere removed the crew, took them to Milne Bay, then went to Australia, picked up a full cargo of chrome ore and went back to California and dropped it off.
In 1943, it went through the Panama Canal, to Guantanamo
Bay, and up to New York. Here it received more five inch and 20mm guns. The gun crew then was upped to about 25 personnel to help man the newly installed armament. When it left New York, it headed east to the Mediterranean Sea. One night while going through this sea, it was attacked when it was in a convoy but it received no hits or casualties. The gun crews fired the guns but never knew if they hit anything. It continued on its way through the Suez Canal and finally on to Australia.
In December 1944, it drifted into another Liberty ship, doing only slight damage. And just two months later, in February 1945, it collided with another ship and received very heavy damage. The captain and crew thought for sure it was going to sink, so it was abandoned. After watching it for some time, they realized it was not going to sink, so part of the Merchant Marine crew and Armed Guard crew reboarded it and kept it afloat.
It was towed to New Zealand and completely repaired in about two months. After this, it was back out to sea to haul more cargo. Later in the same year, it returned to Vancouver, Washington.
During its lifetime of hauling cargo, it spent most of its time in the Pacific Ocean. After the war, it was put into the mothballed fleet at Astoria, Oregon for some time. Here it could have been used to store surplus wheat. A Liberty ship could hold about 240,000 bushels of wheat.
It was in the year 1976 that an organization, by the name of The Liberty Ship Memorial Program, honored both John Deere and his company that still exists, by presenting the builders nameplate to Deere and Company.
The Liberty Ship John Deere is now just a part of Deere’s long history.
Much of the information for this article came from Delmer Riel, Yakima, Washington.
No photos are known to exist of the John Deere, but here we have the John Brown, built to the same specifications.
High-clearance “M” The “MV ”
The October 2021 issue of Green Magazine featured an article on the Hi-Crop “L” owned by Phil Hartline. The same dealership that built those four “Ls” (South Jersey Implement Co., later Foster Equipment Sales) in Swedesboro, New Jersey, also built a run of high-clearance “M” tractors. These “MVs” were designed to compete with the Farmall Super AV high-clearance model—a huge seller in the Swedesboro area, for asparagus and tomato growers who wanted a one-row high-clearance tractor with a narrow footprint (to keep from getting stuck in the sandy and swampy soils). The JD dealer worked with the
A neat piece of literature from September 1950. Interesting how they advertised the “high clearance M” as a two-plow tractor with a 20 mile per hour ground speed.
local machine shop (who, ironically, was also an Allis Chalmers dealer) to give the “M” more ground clearance. The machine shop extended the front axle knees by removing the inner spindle shafts and lengthening them by six inches. They then cut the outer cast iron knees in half, and joined the two halves by sliding a 12 inch section of pipe over top of them. The 15 inch
front wheels were replaced with 16 inch pressed steel wheels with 6.00x16 tires. For the rear, they installed six-bolt “MC” crawler hubs on the axle shafts. The machine shop then built their own nine-bolt hub adapters, which bolted directly to the crawler hubs. This allowed them to use the same pressed steel 34 inch rear wheels that were used on the “MT.” The factory drawbar, lift linkages, and associated cultivator mounting hardware were not changed, as far as I can tell. These tractors seem to have been built to order and not all consecutively, as I have found several with serial numbers ranging from early 1947 to very late 1952 production. These were a very crude build, but supposedly received approval from the Dubuque engineering team. Legend has it that roughly 25 were built in Swedesboro—I have not been able to confirm this, as any documentation from that dealership was lost decades ago. Ultimately, the Farmall high-clearance tractors continued to outsell their Deere counterparts due to the offset engine design, but these early “MV” tractors did pave the way for the sought after 40V, 420V, and 430V models which are in the hands of collectors throughout the country today. I know of a handful of “MVs” still around, some of which have escaped South Jersey and made their way to other areas of the country. I also own two of them myself, serial numbers 43934 and 43936, which have lived together for the last 50-plus years. The former serves as a parts donor for the latter (pictured), which is a work in progress.
I got it running last year after sitting for nearly a decade. I am currently trying to renew the original paint, hidden underneath the poor overspray job it was given in its previous life. I also have a full set of cultivators and side dresser to mount on it when the project is finished. I honestly cannot say the “M” has ever been a favorite model of mine, but these “MVs” make for a great conversation piece, and they were built practically in my backyard—it was hard not to own one (or two) of them myself.
Complete clutch rebuild kits and clutch lining kits
cores, water pumps, bolt kits
PARTS TRACTORS
720D pony start, 50, 1020 gas, 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, unstyled B, sty. D, G, uns L, M, MT, R, 40T, 40U, 40W, 70D std., 70G, 420U, 420W, 440 w/ reverser and power steering, 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
Brake rebuild parts
It looks as if no one out there in Green Magazine land has an “RGK” disk. That’s too bad, because I would have enjoyed hearing about the owner’s experiences with it, and what it takes to pull one. Perhaps we will still get an entry somewhere down the line.
Let’s stick with the tillage theme for next month, but something a little older, and taking considerably less horsepower to pull—a two-way plow for an “L” or “LA.” Two-way plows were made so that a field could be plowed from one side, and you didn’t need to plow in a circle and end up with a dead furrow in the middle, or on each side. To me, that seems like a solution looking for a problem, but I can see where they would have been useful when plowing on a contour and all of the soil could be thrown uphill. There must have been a fair market for them, because International Harvester, Oliver,
Allis Chalmers and J.I. Case (to name but a few) also offered them. Getting back to our original subject, do you have a two-way plow
on an “L” or “LA”? If so, be the first to send a photo of it and yourself to us and we will add one year to your subscription.
Did you know there was a John Deere ATV vehicle called the Buck? I sure didn’t! I learned about this cool little all terrain 500 cc vehicle that was made for just two years in 2005 and 2006 at the Midwest Ag Expo. The John Deere non-profit group Friends of Green is raffling one off and the winner will take possession on August 24h at noon at the Half Century of Progress. We bought several tickets and I have high hopes!
Following the success of the John Deere Gator, in 2005, the single rider ATV vehicles were still popular, and John Deere decided to dip their toes in the utility vehicle pond. Pairing with Bombardier, they built the ATVs for Deere. Bombardier is the same company that built the Ski Doos. On their website, Bombardier shares about their company, “We create innovative ways to move on snow, on water, on asphalt, or dirt—even in the air with our industry leading products.”
How did this partnership come about? An article titled “John Deere sticks to its roots” written in June 2015 appears on ATV.com. In the article, they share that, “Buck models were equipped with a 500 cc, four-stroke Rotax engine, progressively locking all-drive wheel drive system, 1,100 pound towing capacity, hydraulic disc
brakes and top speeds in excess of 45 miles per hour. Right off the bat, JD recognized the utility aspect of the ATV market and assembled a line of utility oriented attachments including a 60 inch plow blade, various storage bags, rack extensions and other items.”
Deere offered a few variations of the ATV—there was the Buck, Buck EXT, Trail Buck 500, Trail Buck 650, and Trail Buck 650 EXT. The audience for the Buck models were farmers, ranchers and outdoorsmen.
Because of changes in Bombardier, the Buck models were discontinued, and Bombardier became known as Can-Am. In a July 28, 2006 press release, Deere stated that the Buck did not achieve “an acceptable level of profitability.”
It sounds like there were variable reasons that Deere decided to get out of the single rider ATV business, but they produced a really cool little vehicle for two years that I gather is pretty hard to find. The Buck that the Friends of Green have came from John Fourez, a collector who moved to Wisconsin.
“He knew we were looking for a raffle item, and he found this. He asked if we were interested,” Ed Winkleman said.
After assuring him that it was perfect, especially because they were looking for something a little different, they decided to meet and make the exchange in Galesburg after John got the vehicle. “We switched the vehicle from his to mine,” Ed said.
The Buck was receiving lots of attention at Gordyville USA during the 2025 Midwest Ag Expo. This year the show is celebrating their 30th year, and Friends of Green have been a mainstay for many years. Friends of Green are part of the I&I Antique Tractor Club in Penfield, Illinois and they are part of the Half Century of Progress that takes place in Rantoul, Illinois every two years. For more information about how to get a raffle ticket for the Buck, you can call Ed at 217-898-2512.
The author, Ed Winkleman, Chris Elliott, and Russ Tjarks.
Greg Myers of Lynn, Indiana owns this 1965 5020. Much of the work in restoring it was done by Mike
and junior.
uses this 1958 JD 720 diesel on the farm. The implement is a JD 3-14 plow.
Burt, senior
Bryan Sensenig of Tunas, Missouri still
Right: Kirk Flammang of Lawton, Iowa owns this 80 with factory cab.
Thomas Brockway owns this 730 standard diesel.
Mark Dummer sent us this photo of his model 80.
Left: This photo first appeared in Green Magazine in September of 1993, but deserves to be seen again. Mary L. Cleave sits on her uncle Arthur Toy’s 1930 “GP.” Mary was an astronaut who flew two missions on the space shuttle Atlantis.
From a yardstick to a uniform, vintage tool to letterhead
I have been selling items online and I have a few I thought I might share with you. Some of you may have seen them online but I know the majority of you have not. Others are items I found interesting, so take a look.
The first item is a John Deere yardstick. I have always found yardsticks difficult to deal with. They are long and it is hard to get a good picture; I fight with that every time. And if you have to ship one, that is tough also due to their length. This yardstick, however, is my favorite John Deere yardstick of all time. I believe it came out in the late 1970s as I remember having a box of them at our dealership, which we purchased in 1976. They are around 39 inches long, or a meter, and are 1-3/4 inches wide. They are relatively thick also but, to me, it is what they are made of that I always found fascinating. It is some type of foam or plastic material as they are airy and porous and when broken, ask me how I know, they tend to splinter and break oddly. Anyway, the yellow with green printing just screams John Deere. One side has the NRLAD slogan (Nothing Runs Like A Deere) while the other has helpful planting tips. We sold a few, gave some away and used a few around the dealership. One single solitary yardstick remained for many years in the parts department but eventually it too disappeared (Photo 1).
Photo 2 shows the NRLAD slogan.
Photo 3 is the reverse side. All in all, a nice yardstick. I always wondered why Deere never brought them back. I know they would be popular today.
Photo 4 is part AR20134. It is a seat recover kit. When the two-cylinder tractors were being sold, a new seat was not always called for. Often, the fabric had a tear or other damage, but the foam was still good. So, a recover kit was less expensive to install as opposed to a completely new cushion. AR20134 was used on the 20 series two-cylinder tractors: 520, 630, 720, 830 and the others.
This label inside the kit told what it was—AR20134 cover service kit (Photo 5).
The cover and nails to secure it to the cushion board were included in the cover kit. Note the white lining to the fabric. The grain on the material is vintage also (Photo 6).
Photo 7 is the cover all opened up and laid out. This one is still pliable, and I am confident it could still
be used. Of course, the creases might take a bit of working with them to get to smooth down. Sixty years of storage and the cover is likely to want to stay folded! Again, note the material itself. This would look great on a restored tractor. The package itself is also neat,
Photo 1
Photo 2 • Photo 3, below
Photo 4 • Photo 5, below
vintage green and yellow and four legged deer logo.
And here we have it! The ultimate accessory for today’s discerning John Deere collector—a John Deere uniform (Photo 8)! I myself never wore the green shirts; it was always the yellow or white shirts for me. However, I will admit I did wear the pants once or twice. For me, I was not feeling the greenness of it all. Many deal-
ers did require their employees to wear them though and I can remember many meetings I attended, and the parts and sales personnel from other dealers running around in their green pants. I always called them Mr. Green Jeans. I quickly returned to wearing jeans and did so the entire time I was a dealer. This is a new in the package green shirt and new pants also.
The shirt is a long-sleeved shirt (Photo 9). Note the yellow stitching— the old two legged deer logo on the lapel and the fact that this shirt was destined for someone named Dana as we can see on the embroidered name on the shirt pocket. Dana, we have your clothes!
Photo 10 is a close up of the yellow stitching.
Photo 11 is a better look at the pants. Note the reinforcement at the belt loops and pockets. They were a tough piece of clothing actually.
Protexall is the company who supplied Deere’s uniforms and surprisingly, they are still in business today (Photo 12).
Photo 13 is a Mr. Green Jeans wearing the green pants, but he has the white shirt. I only wore white shirts
once. Like the yellow ones, the white shirts tended to be prone to being stained when you wore them while using a steam cleaner to clean up a 4020 in from the field or any other greasy equipment, like an antique tractor. I have no idea why the grease and field dirt would stain them, but it did. This well dressed individual, a parts department employee I believe, is also sporting the spiffy John Deere green belt. The belt was also green with yellow stitching. Deere covered all the bases with their green uniforms, that is for sure. I think I have a green belt around here somewhere also.
In a recent article, I shared that I collect letterheads. I also shared that I had found a great vintage watermark on a piece I had. I now have found a few more so will share them with you, all different. Photo 14 is a John Deere Des Moines Works letterhead. Note the watermark.
Photo 6
Photo 7 • Photo 8, below
Photo 9 • Photo 10, below
Photo 11 • Photo 12, below
Photo 13
Photo 15 is a John Deere Dubuque Tractor Works letterhead with watermark.
A John Deere Harvester Works letterhead is shown in Photo 16.
Photo 17 is a John Deere Plow Works letterhead with a watermark. Finally, a John Deere Plow Company letterhead is shown in Photo 18. I recently picked up this vintage John Deere hand tool (Photo 19). I had seen one many years ago but never another until I got this one. The sheath has Moeller Implt. Co., John Deere Sales and Service, Kanawha, IA printed on it. Online I found that Walter Moeller had served in World War II in the John Deere 608 Battalion in England and Belgium. He was discharged and eventually took over what became Moeller Implement. Of especial interest, Walter designed the Quik-Tach hitch, which Deere went
on to use. Quite an interesting fellow. The actual tool is made of metal and has many uses. Printed on it is Moeller Impt. Co., John Deere Sales & Service, Kanawha, IA. Also, the phone number is printed, and it is PH-51. The letter prefix stopped being used in the 1960s so this tool is from the early 1960s most likely. Today, Kanawha still has a John Deere dealer, and it is K.C. Nielsen LTD. We found out a lot of information just from this one small vintage hand tool, I think (Photo 20).
I also casually collect patches— another big surprise, right?—and I recently picked up this group of patches. The Deere Credit Union patch is self-explanatory. The four legged deer logo patch I have also seen before. The John Deere Arizona Airlift 1979 patch is somewhat unusual. The patch commemorated a John Deere dealer trip to Arizona for a new product introduction in 1979. There are also coats, hats and other memorabilia associated with this event. I had no idea that John Deere had a tennis team in Waterloo, much less a winter tennis event. I immediately wondered if somewhere
there is a patch for summer tennis. I imagine there is (Photo 21).
Photo 22 is part TY24424, and it is a two-pack of water resistant grease in the small tubes for the mini-grease gun. There were several different packs of grease like this, and it was geared towards the homeowner, like the mini-grease gun was. They made great display items. All long obsolete, of course. This one has some age to it, so the plastic clamshell package is darkened somewhat but the grease inside is still in great condition.
Back in the day, Deere offered a decal kit with just the model “M” designation. It was part AM3173T, and it too is long obsolete. I am not sure why Deere felt they had to offer just this small decal kit, but they did. Note the plastic package with the old two legged deer logo (Photo 23). The same small decal kit was offered for
Photo 14
Photo 15
Photo 16
Photo 17
Photo 18
Photo 19 • Photo 20, below
Photo 21
Photo 22 • Photo 23, below
the model “MC” crawler. It was part AM3174T (Photo 24).
Photo 25 is part AR20591, and it is a wiring harness. This package screams 1970s and 1980s to me as this was how John Deere parts were packaged during this time. Heavyweight cardboard boxes with the old two legged deer logo and yellow part number labels. I bet I handled thousands of packages like this over the years. It was good, strong cardboard, too. Not like the cardboard we get today from China that falls apart in our hands or the Amazon packaging that is always touting how “Look, we saved on material with
this package we shipped you” and the package looks like it was wrapped in a wish and a prayer. These new packages barely survive the trip to the house; none would be around in 50 years. Of course, today’s corporations do not
care about that. For them, it is “slap a label on it and send it” and it is on to the next dollar in their pocket. I would be remiss not to mention the FLASH label. Any old time parts man will be more than familiar with FLASH. FLASH stood for Fast Locating and Special Handling and was used on packages a dealer ordered that were not in stock at their servicing depot. For us, in Franktown, Denver was close and it was our depot. If Denver did not have the part we needed, then Kansas City was our next draw as we were part of the Kansas City Branch. Those incoming parts would have a FLASH label, and Deere normally would ship them by a Deere truck. This was part of Deere’s FLASH system designed to provide fast service on needed parts. Over the years, as UPS and FedEx shipping became better and faster and the costs of running the Deere parts trucks rose, the trucks were marginalized and items came in with UPS mostly, at least for us. Stock orders came to the Denver Depot and we picked them up there.
Photo 26 is the other side and from the UPS label, we can see that this harness was originally shipped on November 32, 1976, 49 years ago. Note the old two legged deer logo.
Photo 27 is our final picture, and it shows the wiring harness. There are a lot of pieces but nowhere near what today’s tractor with their computer laden wiring has. Many years ago, I
wrote an article about all of the wiring harnesses I had. I sold those on eBay and recently came up with this one to share.
I felt this was a great cross section of items this time. From the yardstick to the uniform to the vintage tool to the letterhead to the harness, it was a lot of stuff to look at and many decades of Deere were covered. I liked the wide range of factory letterheads a lot but, of these items, I think the yardstick is still my favorite. 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
Please don’t call about delivery of your Green Magazine until after the 20th of the month. Although Green Magazine is always mailed by the 1st of the month, delivery date can vary from month to month.
Photo 24
Photo 25
Photo 26 • Photo 27, below
While there have been quite a number of individuals and companies that have produced John Deere farm toys and models over the years, the Ertl company has produced the widest variety and the largest number of them by far. The year 2025 marks the 80th anniversary of the start of the company, and to commemorate the event, they have produced a special 1/32nd scale John Deere 8020 Prestige tractor packaged in a display box. It was released in the February-March time frame and I will share the details with you this month.
Photo 1 shows the exterior of the carton. Actually, there is a four-sided sleeve that slides over a black display box. The sleeve is printed with green, yellow, white, and black background and lettering colors. The front has a full color picture of the toy, while the top and back have “colorized” pictures of the real machine. However, the picture on the rear is incorrect. It appears that someone printed an 8020 model designation on a photo of a pre-production model 8010 (Photo 2). Note the large casting on the front of the tractor with the headlights re-
cessed into the top. On the production tractors, the casting was changed with the grille screen going to the top and the headlights placed behind it. Who knows when and where this was done but it is wrong nonetheless.
Along with the typical John Deere and Prestige Collection trademarks, this carton has a unique “ERTL 80” designation printed on the top and front. The years 1945-2025 are also printed below the ERTL name in very tiny numbers. The display box is shown Photo 3. It features a black lid and a light gray base. The “ERTL 80” designation is included on all sides except for the bottom and back. However, a blue background was added surrounding the Ertl name to make it really stand out. On the back of the box is a listing of “Important Dates in the Ertl Company History” printed in
English and French. Similarly, a brief company history is printed on the top. It reads as follows:
“Fred Ertl Sr. began making toy tractors in the furnace of his home, in 1945. He was a journeyman molder at a Dubuque firm that was temporarily idled by a strike. With a wife and five sons to support, he started taking defective aluminum aircraft pistons and melting them down. He poured this aluminum into sand molds, and started making toy tractors.
“By 1946, the basement wasn’t big enough, so the business moved to a 1,040 square foot building in Dubuque and in 1947, Ertl was incorporated and moved into a larger 11,000 square foot building.
“In 1959, Ertl built a larger facility in Dyersville, Iowa and moved all production there.
“By 1980, Ertl was producing close to one million die-cast farm equipment items per year.
“In the last 15 years, Ertl—now owned by TOMY, Inc.—has produced over 100 million tractors and implements to delight kids and collectors throughout the world.”
Photo 4 shows the display box with the lid opened. A heavy paper hinge allows the top to swing open and two cloth straps hold it in place. On the inside of the lid is a black and white picture of the Ertl building in Dyersville, Iowa. The 8020 tractor is secured to a black plastic base with four small screws on the bottom. The top of the base has a “mirrored” finish that is covered with a clear plastic sheet to
Photo 1
Photo 2 • Photo 3, below
protect it from scratches. A hard clear plastic cover protects the tractor and the base from dust when displayed.
A close-up view of the 8020 toy is provided in Photo 5. As I mentioned above, this is a Prestige miniature. Back in 2010, Ertl produced an 8020 Prestige tractor in 1/32nd scale as well. It appears to me that this is the same tractor, just repackaged to commemorate the Ertl 80th anniversary. Regardless, let’s look at some of the details on this model.
Photo 6 shows the front of the tractor. The grille is black plastic with rectangular holes and it includes a green and yellow John Deere trademark near the top. If you look closely, you can see portions of the front work lights on both sides of the trademark immediately behind the grille. Also visible are the radiator cap, exhaust pipe with rain cap, and the air cleaner with a pre-cleaner. All of these items are plastic as well and the pre-cleaner has a ring of silver paint near the top to represent the clear bowl.
The left side of the engine area is shown in Photo 7. Note the access steps
mounted to the frame and the small vertical handrail cast into the side of the tractor just below the front of the John Deere nameplate. The engine is all plastic, but has a significant amount of detail. Included are the generator and regulator, the crankcase oil fill, and the clutch oil filters. On the right side (Photo 8), the primary oil filter, fuel filter, and blower housing are visible. While I didn’t capture it in the pictures, the radiator fan and fan shroud are cast into place as well.
Photo 9 shows the rear of the tractor. The three-point hitch is made
of all die-cast metal components that are assembled with small rivets. As a result, the hitch raises and lowers and the cylinder rods move in and out. There is a heavy-duty drawbar and two remote hydraulic outlets as well. Brake lights and rear work lights are included in the rear fenders and they are accented in red and silver, respectively.
The left side of the operator’s station is shown in Photo 10. The access steps on the fender are plastic and appear to be pressed into place. A curved handrail is cast into the top of the fender and a straight one is cast into the upper floor area. Tiny black and white circles are printed on the angular support for the fuel tank to represent the grease fittings for the central lubrication system. That system feeds
Photo 6 • Photo 7, below
Photo 8 • Photo 9, below
Photo 4 • Photo 5, below
some of the areas that are difficult to access on the real tractor. There are two small black knobs to the left of the seat on the seat pedestal, which are used to disengage the hydraulic pump and the front axle drive. Also visible are the gear shift lever immediately in front of the seat and the clutch, brake, and foot accelerator pedals under the dash.
Photo 11 provides a close-up view of the dash area. It is black with black and silver gauges. There is nothing printed on the gauges, most likely due to the size. A “BE CAREFUL” plate is printed to the left of the dash panel in black and white. To the right of the dash panel (Photo 12) are some instructions for using a starting aid (ether) and the emergency shut down button. The
hydraulic control levers and the range selector lever are mounted to the right of the seat. Each of these items is green with a black grip. Just to the right of the fuel tank are the hydraulic tank breather and fill tubes. The plate for the hydraulic oil filter is cast directly into the top of the tank.
This model features die-cast metal wheels with cast center hubs. The tires appear to be made of plastic. I found the overall fit and finish to be very good, with the added bonus of printed graphics. The 8010 and 8020 tractors had very unique graphics in that they aren’t symmetrical. The John Deere name is printed on the left side of the hood with green letters on a yellow background with silver outline. The model designation is printed in yellow and gold numbers on the left side of the fuel tank with the word
“DIESEL” below it. A large green and yellow leaping deer trademark is on the right side of the fuel tank, and the John Deere name is printed across the back in yellow letters. There is no name plate on the right side of the hood due to the location of the air cleaner.
I do not know how many of these commemorative models have been, or will be, produced. Given the anniversary nature, I would suspect that Ertl will produce them for a period of time only during 2025. From what I have seen at toy shows, the selling price is between $80 and $90. And, for those interested in the gold or silver models, there were some versions of this model produced with a “gold chrome” finish. They were randomly inserted in the cases with the standard green and yellow tractors.
This particular model will not be of interest to all toy collectors. Let’s face it, the real 8010/8020 tractors were not very popular in that only 100 were produced. However, they were very unique machines and ultimately started John Deere down the path of articulated four-wheel drive tractors. An 80th anniversary is also unique, so I suppose the choice of using an 8020 to celebrate it is appropriate. Many thanks to the team at Ertl for producing all of the farm toy models we have come to enjoy over the years, and happy anniversary to them. Enjoy.
Contact Bill Proft at N1366 Woodland Dr., Greenville, WI 54942 or email billproft@sbcglobal.net
Photo 12 • Photo 13, below
Photo 10 • Photo 11, below
My favorite time of year is upon us! Tractors in the fields, everything turning green…AAAHH…I love it. I should have taken a picture but did not. I hooked the 1520 on a little tandem disc and worked up an acre or so where we have trees and plant a little garden. I was hoping to really get in the field, but as I write, it has literally rained ALL DAY. So it may be another week or so for me to get back into the field. Either way, I still have a smile on my face because I love spring and I am anxiously awaiting Classic Green 2025 in West Bend! Hope to see you there!
Back to auction time! I am going to start with a complete line of 20 series two-cylinders that sold at the Bill and Karen Hood Sale conducted by Westra Auctions, LLC near Canton, South Dakota.
Starting small with a 1957 John Deere 320U tractor with wide front and three-point, the tractor had an older restoration with 10x24 rear tires. Altogether, about 6,000 of these little beauties were made and if you wanted this one, you would have to top a bid of $6,700.
I am not very creative! We’ll just go up the ladder to the next one, a model 420. A 1957 John Deere 420,
serial number 102442 to be exact. Another nice little utility tractor with an older restoration, this one with three-point and 14.9x28 rears sold for a bid of $4,500.
Still counting 3, 4, 5—yes, next a 520. Serial number 5200600 is a 1956 John Deere 520 tractor. This one featured three-point, narrow front, and fenders. This restored 520 brought a nice bid of $6,200.
We’re not stopping now—we have a 1957 620 John Deere tractor, serial number 6214999. The pattern continues with a narrow front (RollO-Matic), power steering, and threepoint hitch. This one has fenders from a 630 and new 13.6x38 rear tires. SOLD for $6,700!
The next one is a two owner tractor, a 720 diesel, again narrow front
(Roll-O-Matic), power steering and three-point. The 720 has new 15.5x38 rear tires and topped $7,000, selling for $7,100.
You know what we are going to finish this list with, my favorite of the series, a 1956 820 John Deere. The 820 has a serial number of 8200549. I love the “full coverage” fenders, rear wheel weights, and the new 18.4x34 tires. If I just had some more spare change!
Nice tractor and a nice price of $8,700.
The Collector Reduction Sale conducted by B. L. Oberholtzer Auction Service gave us three more 20 series gems. We only have to count 6, 7, 8 this time. The 1957 620, serial
number 6200637, has a wide front end, three-point, and front weights. The tractor was advertised as having been “gone through” and brought a nice bid of $9,750.
This sale followed up with a 720 wide front, serial number 7207123. This
one also “gone through” and sold for a top bid of $7,250.
This pony start 820 came next with serial number 8201958, a 1957 model. Both engines run well and has large wheel weights inside. I would
call it a steal at $7,000.
We have plenty more to talk about but I think we’ll finish up this part of the article with a couple more of the 20 series that I came across. The Antique Tractor & Gas Engine No
Reserve Auction by Jack Nitz & Associates Auctioneers & Land Brokers gave us one, a first year 1956 John Deere 720 diesel tractor, serial number 7200248, with 2,320 hours. The list goes on with power steering, narrow front, 6.00-16 front tires, and like new 15.5x38 rear tires. The 720 has a newer paint job, three-point rocker arms, Powr-Trol, with pony start. I think it was a pretty good deal selling for $4,600.
The Hamilton Maring Auction Group held the online only Maurice
W. Shea Farm Estate Auction, near St. Charles, Minnesota. This sale had a narrow front 720 John Deere gas with power steering. The tractor had “big” 16.9x38 rear tires, three-point and flat top fenders. The winning bid: $6,750.
The James Halik Estate auction gave us a nice New Generation tractor. It’s a 1972 John Deere 4000 tractor, serial number B213R 263135R. It was equipped with a Syncro transmission, side console, three-point and two hydraulics. It turned out to be a $13,000 tractor!
One more New Gen: This 4010 was sold by Dakota Auctioneers in Cando, North Dakota. Features include single hydraulics, eight speed Syncro, PTO, no three-point. The tractor was listed clean, straight, shedded, highly maintained, and simply an excellent tractor. The gavel dropped at a nice price of $10,100.
It doesn’t end here. We are going to step back to a few more two-
cylinder tractors. Sorry, it is hard for me to pass a month without finding one of my favorites, a model “G.” The Hamilton Maring Auction group held a sale for Barnett Bros Inc. & Loss Lake Farms Inc. with a 1951 “G” tractor, serial number 46774. Pretty much your classic styled “G” tractor, narrow front (Roll-O-Matic), 13.6x38 tires, powertrol, with an older restoration. This “G” commanded a price of $5,800.
Another two cylinder was sold by UC Walton Realty & Auction Co. LLC in Upper Sandusky, Ohio: serial number 8000662, a 1955 80 John Deere diesel. This 80 has rear weights, live PTO, with 7,429 hours. The 80 has 16.9x34 tires on the rear and 7.50x18s on the front. The power steering works in some positions (?) and the live hydraulics do not work. Regardless, the 80 sold for $7,000.
Let’s finish up—maybe saving the best for last! Another one from Jack Nitz & Associates Auctioneers was a 1959 830 John Deere diesel, serial number 9301922. One of my favorite features is a 24 volt starting system, two hydraulic remotes, with a newer paint job.
A nice 830 sold for a nice price of $16,000. B.L. Oberholtzer Auction Service, LLC Collector Reduction Auction brought forward a very “cool” tractor to me. It’s a 1936 John Deere “AI” with a fresh rebuilt engine by R&R Performance, serial number 252347. What do you think? Final selling price: $21,000! Now we’ll end with a bang! Another one from the Oberholtzer Collector Reduction Sale is a unique and rare 1930 John Deere “P.” It includes cultivators with factory steel
and hayfield lugs on the rear. Correct R2 magneto, this beautiful tractor with fenders starts, runs, and drives well. $52,000 was the amount reached by this rare “GP.”
Another great month of fun John Deeres! If you see a sale that looks like fun, I would love to hear about it. Shoot me an email at mickelsonauctions@ gmail.com. Thanks for the help—I appreciate it! Happy auctioning!
Email Eric W. Mickelson at mickelsonauctions@gmail.com
While digging around in an old machine shed on the farm recently, looking for something that I couldn’t find, I spied a John Deere item that had been hidden and thus forgotten. It was too heavy for me to pull out, so with the assistance of “the hook”
(Photo 1), I managed to extract the item for a “remember this” moment. It is a single wheel front end assembly for a numbered series two-cylinder John Deere tractor. As I recall, it came on a two-cylinder tractor years back but was then replaced with a Roll-O-Matic assembly. One would wonder what these single wheel front assemblies were ever meant for. Perhaps for some sort of mounted machine, such as a cotton picker, where the rows are very close together. That being said, I wonder how this thing ended up in east central Wisconsin where the only cotton picking here is when your dog destroys his stuffed toy.
The narrow front is a John Deere piece with its heavy cast center having
a number B2681R. Its 7:50x16 tri-rib tire still has the manufacture dimples on it and, to my surprise, also still has 40 pounds of air in it. I do not think that it would do well in any of the sticky red clay soil around these parts. Now that I have rediscovered it, I think that it is time to sell it or barter it for some other green piece that would more wisely take up my shed space. Now, it’s back to looking for whatever it was that I was originally looking for but, you guessed it—I have forgotten what that was.
And on we go with this article being primarily about low dollar, “bottom-feeder” tractor stuff. Now how about some of those old tractors in your shed that have rear tires that have separation cracks around the lugs (Photo 2)? It shows an old workhorse whose land wheel tire has cracks that are developing around the lugs. The remainder of the tire’s casing is still good and the actual lugs still have plenty of life left in them, but if the cracks continue and moisture and dirt get in there, the tire
will soon have to be replaced.
Now I know that the proper thing to do here is to order up a new pair of 12x38 rear tires and tubes and get on with it. But since this tractor is not going to any shows, and because I would like to get as much life out of these tires as possible BEFORE they are replaced, I was looking for a product that would adhere to old rubber and stay flexible in an effort to fill in those casing cracks and prolong that tire’s life. I have tried some other products for this task with limited success.
I have recently come across a product called Dynatex Black Silicone Sealant (Photo 3) or should I say my wife found it on the internet. This product is made to bond with any rubber substance, it’s waterproof, and when dry stays flexible
Photo 1
Photo 2
Photo 3, right Photo 4, below
from minus 60 degrees to 400 degrees F. Simply clean out the old cracks with water only, and after the tire is dry, add a bead in the cracks and level it out a bit (Photo 4). It is recommended that you allow a 24 hour dry time, but I would give it 48 hours. For me so far, the results are great. It dries to a flexible, tough rubber and stays with the tire in those cracks really well. At a price of $14 per 10-ounce tube, it goes a long way to save an old tire, and after it has been in the dirt for a time, the product is barely visible.
In parting for this month, here it is almost May, and no field work in this area has taken place. Being a bit inquisitive, I was wondering what the actual ground temperature was regarding time to plant anything. It is April 27th here and the only thing that the big John Deere tractors have been doing is moving in and out of the machine sheds with the diggers hooked to them, but not going anywhere except back into the shed. Cold, wet, windy, and very limited sunshine has been our weather to this point. It will of course warm up as it always does, but planting season will happen a little later this year.
I got to wondering what the actual ground temperature is, so I got out my mercury thermometer (Photo 5) that I would typically use to check radiator coolant temperatures and headed to the field. After I stuck it in the dirt down to seed depth in several places, I read an average soil temperature of 43 degrees. That’s a
bit cold for any seeds to be happy and sprout; for now, those seeds remain in the bag. You know what “they” say: “If farming was easy, everyone would be doing it.” I guess I just need to find something else to do. Hmm, I know: let’s go shopping for tractor paint and see if anything new is out there for us “low-dollar” tractor painters.
Ever since our local Fleet Farm has taken on a full line of Van Sickle tractor paints (Photo 6), I no longer bother to order that paint that I need through the parts companies what with the cost of shipping these days. The company’s name for their tractor paint is “Old 55” for their oil-based enamel paint, and “Ag and Fleet” for their acrylic enamel paint (Photo 7). When I paid a visit to check things out, I was surprised to learn that Van Sickle has a new look and at this point a lower price for these tractor paints. As you can see (Photo 8), it is now called Tractor and Equipment Enamel and it comes in a blue and white can. The price was less than $50 for one gallon. I bought a spray can of Ferguson gray and was pleased at the new price—$8 instead of $10.
Now it was off to our local Menard’s store because I had heard
rumors of a new tractor paint in the paint department. Sure enough, there it was all by itself away from all the household paint…a display of Rustoleum tractor paints (Photo 9). I have always felt that this brand name was good quality paint, but I wonder how close they come to matching the old tractor’s original color. With the price of $46 per gallon, and an 11 percent rebate deal going on at Menard’s, that would bring the price down to approximately $41 after rebate or just slightly more than $10 per quart. At that price, I figured it was worth a try so I came home with a gallon. I will let you know how the “new” low-dollar paint worked out for me next month because I am about to get after some tractor painting right soon. Oh, and here is a little tip for you; if the wind is blowing toward your neighbor’s house when you are sand blasting tin, and she has just hung out a fresh load of laundry to dry, you just might be hearing about it.
Until we meet again, happy trails, and may God bless.
This column is written by Ron and Jo Anne O’Neill.
Photo 5
Photo 6 • Photo 7, below
Photo 8 • Photo 9, below
As I write this month’s article at the end of April, we are two-thirds through fall. It is interesting that Australians call this time of year “autumn” and they chuckle when I refer to this as “fall.” I guess North Americans refer to this as “fall” as it is the time of year that leaves fall from the trees. We do not have all the trees go into the stage of losing their leaves here. Frangipani and jacaranda trees that we have on our property do lose their leaves. The eucalyptus tree family, commonly called “gum trees,” do not lose their leaves. They have a very high sticky gum/sap content that make their leaves and branches very flammable in a fire. Koala bears in Australia live on eucalyptus leaves, specifically Red River Gum, Blue Gum and Manna Gum trees. There have been koalas spotted here in the wild on our neighbors’ properties as our area has a good supply of Blue Gum trees. Richard Hain emailed me with a subject idea to cover this month. He thought it would be good to discuss the process of setting crankshaft end play on two-cylinder tractors. The Dubuque, Iowa built two-cylinder vertical engines do not apply to this conversation. This crankshaft end play adjustment is only on Waterloo, Iowa built two-cylinder horizontal piston engines. The end play specification in the John Deere manuals is 0.005 to 0.010. That is 5 to 10 thousandth of an inch, so not very much movement.
This clearance is important for several reasons. The first reason—too much end play causes sideways contact of the crankshaft and connecting rods. Peter Sands purchased a restored model “BO” from the USA and had it imported in 2012. Whenever we ran this tractor, there was distinctive knocking sound coming from the crankshaft and connecting rod area. The crankshaft end play was pushing sideways against the large end journals of the connecting rods. I checked the end play with a dial indicator and it had approximately 1/8th inch end play, or 0.125 thousand of an inch end play.
The second reason—if there is too much end play, the clutch that is inside the belt pulley will not engage correctly and will not “over center” when pushing the clutch lever forward to lock the clutch in. Since the end play has too much travel, the crankshaft moves too far and then the clutch will not engage properly.
The third reason that the end play is important is the maintenance of the crankshaft thrust washers that were designed into the 50, 60, 70 and 80 series tractors, that carried on up to the 20 and 30 series successors. These thrust washers are fibrous material with either one or two opposed locking tabs to keep them from spinning with the crankshaft. When too much end play is allowed on these tractors, the thrust washer that is mounted inside the left main bearing moves away from
its locking position and starts to spin with the crankshaft. Very quickly the locking tab gets chewed off with the rotation, and then slowly the end play movement works to grind the fibrous thrust washer to chaff and it ends up in the bottom of the crankcase.
I restored a 730 diesel here for a fellow in 2017 that had too much crankshaft end play. By the naked eye, it appeared to be about one-quarter inch! I checked the flywheel and it appeared to be in the correct position on the crankshaft. After doing some measurements, I determined that the thrust washers had failed. It is a huge job to get down to the thrust washers. The first check was not as hard to verify, especially on an electric start diesel. After the hood on this 730 was removed, I removed the starter and the crankcase cover. When looking into the cavity at the left side of the crankshaft where the main bearing sits, I could see the gap in the main bearing housing where the locking tab of the thrust washer is supposed to be secured.
There was nothing there but a gap when the crankshaft was pushed to the right. The thrust washer was ground up and in the bottom of the crankcase. To get to the thrust washer location, the flywheel, the timing gear housing, camshaft drive and timing gears need to be removed AFTER checking the timing marks to be sure they are correct and correctly marked. The crankshaft drive gear and oil
Billy’s 730 with new thrust washer fitted on inside of the left main bearing.
slinger are next to be removed. At this point, the outer thrust washer should be visible on the left main bearing. Remove the left main bearing housing to get to where the inner thrust washer is located. This is not an easy one-hour fix to replace these thrust washers. This is why it is critical to maintain the end play, especially on the number series tractors.
My friend Billy from the state of South Australia purchased a 730 diesel standard electric start last year. He read my posts on Facebook about adjusting the end play, so he checked his. The end play was way too much. On further inspection, he found bits of thrust washer in the bottom of the crankcase, which included a thin circle of the old thrust washer that had been ground up. He bought the washers, I supplied him with technical advice, and he has this fixed now.
A few months ago, I checked the end play on my 1953 model styled “D” when I started refurbishing the tractor. It had way too much end play. It was easy to see without a dial indicator. The test can be done two ways. If the flywheel is exposed on older tractors, or the cover is removed on the later tractors, you can push or pull on the tightened flywheel with the engine OFF. This movement can be seen with the naked eye, by looking at a solid part, say the crankshaft seal cover and the back of the flywheel.
Billy’s model 730—components removed til access inside thrust washer.
The second way is to engage the clutch on a stopped tractor and then move the clutch lever back and forth in the engaged position. This can take a little practice to do correctly, but a well adjusted clutch that snaps into gear will not allow the lever to be pulled back and disengage easily. Bump or move the clutch lever forward and backwards while watching the flywheel and pulley. As you move the lever, you will see the flywheel and pulley move side to side, which contacts each end of the end play.
To properly measure the end play, you need to use a dial indicator/gauge and a magnetic base. The magnetic base is a magnetized steel precision block with a bar mounted that has an adjustable secondary arm. The magnetism can be turned on and off with a switch on the base block.
The dial indicator is a measuring gauge with a moveable pin on one side. The two parts to the measuring tool, the magnetic base and dial indicator, can be bought as a unit or purchased separately. I would say a dial gauge bought separately from an industrial shop might be a little more accurate than the cheap one found for sale online.
Billy’s 730—remains of broken thrust washer in the bottom of the crankcase.
Below: Billy’s 730—outer thrust washer worn and cracked.
The magnetic base has an attaching bolt at the end of the arm to mount the dial indicator gauge. On the twocylinder tractors, find a flat area beside the flywheel on the main case. Turn on the magnetism and place the magnetic base so that it sits flat and secure, no rocking of the base can happen. Then adjust the arms of the magnetic base to allow the dial indicator gauge to sit 90 degrees or perpendicular to the face of the flywheel, either on the inside or outside edge. Set the dial indicator so the adjustable rod sticking out is about at the halfway point of its full travel. The gauge face can then be rotated to set the gauge needle on the “0” mark.
Depending on the model of trac-
tor, it can be hard to see the gauge face from the tractor platform, so a second person assisting to watch the gauge is the best. Since I am usually working alone, I mount the base and gauge at an angle so that I can see it from the platform. Now, with the clutch engaged, move the lever ahead and back to push the flywheel side to side to measure your current end play. If the gauge is not at the “0” mark at either end of travel of the flywheel, hold the flywheel in the one end of travel and readjust the gauge to “0.” What I do is attach a small ratchet strap to the clutch lever and a solid object on the tractor to hold it at the end of travel. I only use a little tension on the ratchet strap to hold things in place. Then, with the gauge at “0,” move the clutch lever again to see the end play measurement. You might have to “0” the gauge a couple times before you get an accurate measurement.
When I checked my 1953 model “D” before adjusting, the end play measurement was at 0.021 thousandth of an inch. The specification in the manual is 0.005 to 0.010 inches, so I was more than double the end play specification. I adjusted it down to have 0.008 inch end play. I like to work towards the middle setting of 7-8 thousand clearance. I have been told by some people that setting the end play at 0.005 will be too tight and cause the thrust washers on the newer tractors to be worn.
When my 720 diesel arrived here from Canada, I did some repairs last year and checked the end play while I was at it. The end play was at 0.0105, so 10-1/2 thousandth end play, which was just over the specification. I adjusted the flywheel and set it at about 0.005 at the bottom end of the specification. I started the tractor and let it run for one minute. The end play was rechecked and it was actually at 0.003, so too tight. Then I readjusted the flywheel to put the setting at 0.007 which I was happy with. Yes, these measurements seem very minor, but they are critical for proper function of the components.
Since I was at it, I rechecked my 820’s end play as well. The engine had been rebuilt in 1998 and the measurement was still at 0.008, so within specification.
There was a design change that started in approximately 1949. The models “A,” “B” and “R” tractor flywheels now had the securing bolts on the outside of the flywheel. Also, the crankshafts were designed with a threaded section for the last one inch on the crankshaft on the flywheel end. There was a flywheel lock nut that was used to help secure the flywheel in place and keep the end play where set. The locking nut is a tin type metal nut. When you are adjusting end play with these tractors, the nut really makes it easier to move the crankshaft on the flywheel and set it in place. The older two-cylinder letter series tractors did not have the tin nut.
After the end play is set, and the flywheel is tightened, then snug up the tin nut and hammer the edge of the tin nut into the splines on the crankshaft in two spots to secure it.
The model “D” and “G” tractors never received these flywheel and crankshaft changes. The flywheels remained with the securing bolts on the inside and never had the updated crankshaft with the end threaded for the tin nut. This inside bolt and nut
My 720—checking end play with magnetic base and dual gauge installed.
design made sense with the hand start flywheels, as there was nothing sticking out the front of the flywheel to grab the starting person and cause injury. The issue with this design was that the repair person needed a special John Deere flywheel wrench to reach into the rear cavity where the flywheel nuts were located. This wrench was critical for the electric start flywheels, as a regular socket and extension simply will not go on the nut. I bought a correct John Deere flywheel wrench years ago at a New York Two Cylinder Expo. I have seen
My 720 diesel—end play check.
people take the bend measurements from the correct flywheel wrench and fabricate one of these wrenches from a standard socket extension.
The John Deere number series service manuals mention the end play topic and give a picture of the dial indicator and specification of 0.005 to 0.010. I checked older two-cylinder tractor model manuals to see what was said. I do not have them all here but I do have most versions of the model “D” operator manuals. The styled “D” Instructions and Parts List manual dated April 1940 covers quite a bit of the engine repairs that could be done by the farmer or workshop. The end play of the crankshaft is mentioned in the manual. It states, “End play can be taken out of the crankshaft by loosening flywheel hub bolts and placing the flywheel further on the crankshaft. Flywheel should turn without binding. Be sure flywheel hub bolts are tight.” Not very precise, but it covered the subject.
The later styled “D” operator’s manual has most of the engine repair procedures removed so there is no mention of the end play. The model “B” service manual I have here, SM2004, gives a good description of how to properly set and check the end play, as I have covered earlier in this topic. All the number series manuals I have here list the specification and they have a picture showing the dial indicator mounted in position, but no procedure on how to do it properly. In a dealership environment in 1958, I would assume that the older manuals would be on hand to refer to the procedure, and John Deere would not
feel the need to republish this subject in full, something I do not agree with. This is a very critical adjustment for the good of your tractor.
That’s all for this month. Yes, this month’s article was kinda technical for some readers, but it is an important topic to cover that a lot of vintage John
Deere owners I am sure are unaware of. Hope everyone has experienced a great planting season in the North Hemisphere, and the weather is good for hay production! Until next time, cheers, mates! Contact Ken Nicklas by email at kenanicklas@gmail.com
Director’s chair versus oil can: What Brought More?
What Brought More? A director’s chair or an oil can? The director’s chair is from the 1980s. It is wooden with black fabric for the seat and back. The leaping deer logo adorns
the backrest. The seller says that he purchased this chair when he first started working at a Deere dealership but has hardly used it. It looks that way—the condition is very good and other than maybe just a bit of wear or color fading, there is nothing on it to complain about.
The oil can is an old thumb-pump type can. This one has red paint around it but what really makes it unique is the “John Deere” on the side is a bit different than what is typically seen on these types of cans. It is smaller
and has a double-ring border. Underneath that is the name of an Oregon dealership. The old can is a little greasy and some of the red paint has flaked off. Do you think this can bring more than the director’s chair? Find out at the end of the article.
Half a century ago, you may not have been able to carry all of the world’s information in your pocket, but there were still ways to uncover most of it. The answers to your questions were out there somewhere, they just weren’t always as easy to find. Questions likely to come up frequently often required a dedicated source to answer. This month, three of these types of information sources were on eBay.
curate no matter the year. The calendar was made of metal with a small nameplate on the front reading “Valley Tractor, Caterpillar–John Deere, Modesto, California.” It appears that the dealership gave this away to a good customer, but it may also have been built for and kept at the dealership itself. The condition was so-so. The calendar worked, though one of the levers did not spring back like it was meant to. There was rusting and pitting across most of the calendar. As of now, this has not yet sold for the $65 Buy it Now price.
The first of these items is relatively simple. It is a perpetual calendar. This calendar had a lever to push down to advance the date and another to advance the month. So long as you advanced the count each day and knew how many days were in each month, the date on your desktop would be ac-
Next is a calculator for measuring how much fertilizer you need or how much ground you can cover with the fertilizer you have. Turn the inner wheel to the value that you want the actual nitrogen that you put into your field to be, and the windows in the
center will display how much of each of four kinds of fertilizer you would need to put down to achieve that much. This calculator includes Deere’s “Vitrea” fertilizer, which had a high nitrogen content of 45 percent. The back of the calendar advertised the best aspects of Vitrea. The condition of this calendar is fantastic, particularly for something that is over 60 years old and made of heavy paper. Like the calendar, though, it has not yet been snapped up for its Buy it Now price of $129.
Another calculator closes out this section. This one is even older than the last but in just as good of condition. On this calculator, you needed to adjust the outer wheel to match the tractor and plow that you have. You might set it for a 70 standard and four 16-inch bottoms, for instance. The calculator then tells you how much distance there should be from your plow hitch to the furrow wall and from the line of draft to the furrow wall to make the tractor and implement work best together. Your job was to set the hitch to match these measurements. The seller was
asking for $109.95 for this one, but was also waiting on a buyer. The next item is for the kids who are overstimulated by toys that can be rolled along the floor. For them, we have a toy stationary engine. This
old toy looks like it spent a decade or two in a wet sandbox. It is very rusty to the point that many of the details are obscured. The good news is that it’s a rare old piece, so it still sold for $102.50.
As soon as I saw this next item, I had to do a bit of research. An empty container of John Deere rouge? Deere was making rouge sometime in the 1920s? That just did not make sense to me. After a bit of googling, I found that a company called the Reich-Ash Corporation, which made cases for other companies’ makeup, went on to start their own brand around 1920. This brand was named “Deere.” I could not find a reason why they named the brand that other than it sounded a bit like “dear.” Their earliest cases had an image of an antlered stag on them, which was very
reminiscent of early John Deere logos, but they changed shortly afterward to an image of a semi-nude woman and then stuck with iterations of that. The brand and the company failed to survive past the 1940s. The compact that was for sale was one of the early ones with the stag image. It was not in great condition. It was dented and pitted. The container was very small, at just an inch and a half across. It sold for $15.50.
Now, back to What Brought More? The director’s chair was in great shape and would be a perfect place to sit if you had a booth at a tractor show or swap meet. It’s got style and class. It sold for $144.99. The oil can may not be getting much use anymore, but it is a unique version of a classic collectible. Even dirty and a little worn out, it turned a few heads. Bidding on it pumped up to $566. The oil can reigns supreme.
See something interesting on eBay? Forward it to sawitonebay@ yahoo.com
Unstyled Model A
The Handbook of the John Deere Model A 1934-1938
Fourth Edition • By Wes Malcolm
Published by Green Magazine® • Printed in the USA
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.
GM7A: $39.95
The 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.
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
• 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
1937 JD B, short frame round spokes, single front, new rear tires, starts and runs really good, $5700. Phone or text 231-286-9705. MI
Rates: 50¢ per word, minimum charge $5 classifieds limited to 200 words ($100)
Photos: $40 per photo 2-1/4 inches wide or $20 per photo 1-1/4 inches wide
Discounts: 10% off for any ad running in three issues. No material changes allowed; payment must accompany ad
claSSiFied & diSplay ad inFo
•Green Magazine is mailed about the first of each month.
•Only John Deere items will be advertised.
•Positioning of ads is at publisher’s discretion.
•Green Magazine will not print any ads which it considers to be:
•offensive or proven to be dishonest;
•from competing publications or organizations Phone 402-643-6269
Email: info@greenmagazine.com
Website: www.greenmagazine.com
Mailing address: Green Magazine, PO Box 95, Bee, NE 68314-0095
720 gas wheatland, excellent tires, sheet metal and paint. Rare 3-point and dual hyd. Rear weights, steps, handles and hammer strap drawbar. $8500 OBO. Ph. 715-6762220 evenings, please leave message. WI
1934 JD D. 1957 JD 620 std. w/3-pt hitch. 1958 JD 720 std. w/3-pt hitch. Call 810705-0259 for more details. MI
1949 G, SN 35072, wide front end. Call for details, 641-982-4203. IA
diSplay ad RateS
Full page: 7-1/4” x 9-1/2” ........... $800
Includes full color • Limit 800 words
Half page: 7-1/4” x 4-1/2” $450 Includes full color • Limit 400 words
Quarter page: 3-1/2” x 4-1/2” ... $250
Includes full color • Limit 200 words
Business card: 2” x 3-1/2” .......... $125 Includes full color • Limit 100 words
2 column inch: 1/12th pg. $85
Includes full color • Limit 40 words
Bordered ads: per column inch .... $30
Full color, add $25 per photo
Limit 20 words per column inch
John Deere BO tractor, SN 327374, spoked wheels on good rubber, hand start, $4600. Ph. 509-961-9406. WA
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
Four John Deere D rear wheel weights. Total weight for all four: 2600 pounds. $1000. Local pickup only. Ph. 951-359-1572. CA
Payment
• All ads are to be paid in advance. Ads sent without payment and needing to be billed will be assessed a $4.00 service charge.
• Classified ads will be taken over the phone, if accompanied by a credit card payment. We are not responsible for errors in ads taken over the phone or for illegible ads received in mail. Display ads will not be taken over the phone.
• We do not send checking copies or tearsheets. Send $6.00 extra for a copy of the issue in which your ad appears.
Discounts
1) 10% discount - for any ad running in three consecutive issues. No material changes allowed. Payment for entire ad run should accompany ad.
2) 5% discount for camera ready - ad must be typeset, clear and at the proper size.
3) 5% cash discount - payment in full by check, without being billed.
Word limits
When preparing display ads, please take note of the word limits. We can place only so many words into a given area and still make a readable ad. If ads exceed word limits, advertiser will be billed for extra space.
John Deere 430, 3-pt., PTO, flat top fenders, new rubber, $6750. Ph. 330-806-0145. OH
1959 John Deere 630, excellent tires, power steering, flat top fenders, complete 3-point hitch, new paint and gauges, weights front and back. Ph. 605-6417472. SD
Tires: Two 18x38, 30 % tread, $25 each. One 18x38, 80% tread, $195. Two 480/8R 50 7-% tread, $75 each. Two 15x19.5 R4 on John Deere wheels, 90%, $75 each. Two 24.5x32 on John Deere wheels, $30 each. One 18.4x28 R4, 90% tread, $50. One 1300x24 R4, like new, $96. One 18.4x26 R4, 90%, $60. One 13x24R4, like new, $95. Two 7.50x20 on six bolt wheels, $25 each. Two 13-4x26, like new, $125 each. Two 30.5x32, 20% tread, $15 each. Two 10x24, 50%, $10 each. Ph. 920-878-0005. WI
New, used & reproduction
Crawler parts: Lavoy Wilcox
JD CRAWLER PARTS
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
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)
JD H, w/ H1 factory mounted plow, new tires and tubes, older paint, good condition. Ph. 586-337-2203. Almont, MI.
730 diesel, pony start, with factory wide front. Flat top fenders with lights. Complete 3-point hitch. All original electronic system. Starts and runs excellent. Tires 90%. Rear wheel weights. Single hydraulic remote. $10,000. Ph. 260-578-4007. IN
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
1928 GP. GPO. GP Beaner. Unstyled BN. Brass tag BO. AOS. Styled A w/power block. M. MI (yellow). L (orange). LA. 40-U. 40-S. 420-S. 430-S. Ph. 269-461-3449. MI D3X
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. Ph. 563-212-3809 (no text). IA F3X
1959 430W, one owner tractor, purchased new in 1960, original owner's manual, rebuilt engine and transmission, lots of other new parts, the hydraulics leak, $6275. Ph. 304-457-4659. WV
Two Cylinder Diesel Fuel Systems - Stock & Modified
• Bendix 13.5mm Barrels & Plungers • Bosch & Bendix Injector Tips • New with Increased Flow
• Injector Springs • Needle & Guides
• Many Obsolete Parts 970-554-2108
hendrichfarmtractors.com
1967 4020 gas, Hiniker cab, good tin. Ph. 602-448-7604. AZ
JD 320 tractor, restored. Complete with 3-point and umbrella. No serial number plate. $10,000. Ph. 218-791-6262. MN
Phone
580-651-5646 • 806-733-5646
14475 FM 1262 • Gruver, TX 79040 johnreedtractorparts@yahoo.com www.johnreedtractorparts.com
“H” GOV BEARINGS
Fits H, R, 80, 820/830: $45.00 plus S/H
SHEET METAL BOLT SETS
John Reed Antique
Early styled tractors (pan seated models) A, B hand start • A, B long hood • G, GM & H $35.00 plus S/H
Tractor Parts John Reed antique J tRactoR paRtS t
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!
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 E2X
John Deere 430, around a 1957, 3-point, needs some repairs. Ph. 770-301-7904. GA
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
Want to place an ad in Green Magazine?
For more info, see page 60 of this issue, email info@greenmagazine.com or call 402-643-6269
1950 John Deere MI, 95th made, mower, intact, great tin. Rebuilt engine/transmission. Good rubber. Only needs paint. Runs great. $3000. Located in northern Illinois. Call Jim at 918-857-0937.
Antique corn binder in working order, $1500. Ph. 269-832-6058. MI E3X
John Deere 534 blade-8’ blade. Mounting brackets included. Will mount John Deere 20-55 series 2WD tractors. This blade has had very little use and is in excellent condition. Asking $4500 OBO. Ph. 913980-4886. 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
1956 JD 80. Nice overall machine. Main diesel engine is strong and the pony is tired but lights off the main engine. New wiring harness and pony ignition parts. Pics available. $8250 OBO. Email: Dean@ flamecorp.com. Ph. 818-700-2905. CA
1930 John Deere GP tractor. Older restoration, runs well, good tires, $3500 or best offer. 1936 John Deere unstyled model A, original condition, never been restored, runs well, asking $3000 OBO. Ph 402-8416393. NE
PAUL’S ROD & BEARING
Let us repour your rod & mains for models A, B, D, G, H, L & LA Ph. 816-587-4747
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. E3X
Inventory reduction - JD: 4020, A, B, G, D, L, LA, H, M, 40, 40-C, 40T, M, type W engine, 420, 520LP, 50, 60, 70, 720D. Multiples, weights, 2-way plows, potato digger, implements, wide fronts, 3-points. JD H spreader. NO texts, pictures, checks, Sundays. Call for an appointment. Loading free, delivery available. I'm in the last 3 pages in Steiner catalog. Dave Steiner 810-869-3897. MI
’38 unstyled G on rear spoke wheels; '38 unstyled G on cast rear wheels; '34 unstyled A on spoke wheels, restored; '35 unstyled A on spoke wheels, restored; '36 unstyled B on steel; '48 M; one set round spokes rear wheels for G. Ph. 512-619-8927. TX
Ridenours - L parts John Deere L, LA, LI and Unstyled L Parts
SOME NEW AND USED New parts include battery box, seat, metal belly pans, light brackets and more The Ridenours Trenton, OH Ph. 513-988-0390 Visit our website: www.antiquejohndeere.com
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
John Deere 330, like new and has been stored for 10 or more years. It has power steering, full 3-point, weights, and excellent tires. $16,000. Please call. Do not text. Ph. 330-806-0145. OH E2X
JD 620 wide front w/newer paint and tires, runs good, $5000. 1936 JD B, on spoke wheels, $3500. Ph. 616-836-5837. MI
Parting out: Unstyled L. L. LA. LI. M. GP. GPO. GPWT. AOS. BO Lindeman. BO/ BR. AO/AR. 40-U. 40-S. 420-U. 330-S. 60 orchard. 1010. 2010. 1020 orchard. 2020. 3020 utility. Ph. 269-461-3449. MI D3X
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
1959 730 JD diesel, electric start, wide front, flat top fenders, excellent tires, complete 3-point. Ph. 605-641-7472. SD
1944 John Deere B. Tractor is somewhat apart but turns over. Stored inside for at least past 25 years. No longer have a use for it and it could use a good home. Have parts to reassemble. Originally a styled front and electric start. Ph. 319-939-3452. IA
aluminum WARNING
for 3-pt. Quick Hitches. Motorola alternator and amp regulator plates, 35-5572 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 E3X
440I crawler with 831 loader and 51 backhoe, ran when parked, $2300. Millersburg, OH, ph. 330-600-0756. OH
1969 JD 350 dozer, only 640 hours, no wear, excellent shape, $22,000. Ph 304753-9571. WV
JD late 4020 head, cast #R46090, bare head, thermal cleaned, bead blasted, magnafluxed, $1200. Ph. 217-494-2465. IL
JD 50 loader with snow bucket, has new chrome rods for cylinders, needs some repair. JD drive over wagon lift. Make offer on both. No texting, phone 563-609-3589. IA
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
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
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. $1595. Free shipping. Ph. 717-445-9465. PA D3X
Carburetors: DLTX-5, DLTX-10, DLTX-18, DLTX-46, DLTX-51, DLTX-53, TCX-12 replacement, TSX-13, TSX-60, TSX-245, TSX514, TSX-530, TSX-641, TSX-688, Ensign BJ, GP water valve. Ph. 269-461-3449. MI D3X
or historical book, but a book about the lives and experiences of those who enjoy John Deere tractors.
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 C4X
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
Crankshaft for late 4020 gas cast #R40730, $600. Parting out 3010 diesel, 70 diesel and 620. Ph. 641-228-4282. IA F6X
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 E3X
Wheels: A-1106-R cast AO/AR rears. Styled L rears. L/LA/M deep dish fronts. GP round spokes. GPO front steel. GP lister
front spokes. GPWT rear spokes. BO/BR front spokes. BO/BR rear steel extensions. BO/BR front steel. BR/AR 24” rear rims. D/DI front spokes. 1010 turf duals 9.5x24” rears. 4520/4620 front 14Lx16.1 wheels w/ tires. Ph. 269-461-3449. MI D3X
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
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
Restored JD 730, NF, $7500. JD 80, pony start, $15,000. New tires back and front on both tractors. Ph. 262-210-1052. WI D3X
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 D3X
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
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
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
John Deere Hi-Crops, 4440, 4050, 4230, 3020, 2520, 4010. All excellent California tractors. 620 Hi-Crop, gasoline, fully restored. 620, 70 gasoline standards. Ph. 763-434-6547 or 651-238-6830. MN E2X
Implements: Planters: 246/247. Model 7000, 6x30” rows. Synchronous 100-K series toolbar thinner. Plows: #51. #411. #412. #415. F-45 3 pt, 2 X 16”. #1250 3 X 16”. Disks: KBA. KBL. RWA. Model E. #31 offset. Model Y. Boom crane. F-1150 harrow. HD-2240 harrow. Hi-crop lister. #20 scoop. TP-16 subsoiler. #80 blade. #22 subsoiler. 953 wagon. TP-26 forklift. #12/#14 rotary hoes. 3-pt toolbar rippers. Ph. 269-461-3449. MI D3X
JD 50I, SN 5021397, with Barber Greene tag, w/various pieces of JD M implements. Ph. 605-201-9933 (no texts). SD F2X
730D, standard, pony, restored, $10,000. Ph. 989-467-0211. MI D3X
We have parts for your 45 combine! www.45combineparts.com. Ph. 417-2592520. MO A6X
Canopies for JD 3020, 4020, etc. Powder coated yellow. $1135. Quantity discounts. Ships truck freight. Nelson Horning, 585526-6705. NY C12X
720 diesel, pony start, wide front, row crop, 3-pt., professional paint, everything works, show tractor, asking $9000. Ph. 541-4800508, leave message. OR D3X
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
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 D3X
Unique and rare two-cylinder John Deeres including As, Bs, Gs, styled and unstyled, including parts, carbs and tires. Southwest Minnesota. Ph. 507-694-1665. MN D3X
If you move—call, write or e-mail Green Magazine with your new address FOUR WEEKS PRIOR to your move. 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. Ph. 402-643-6269 PO Box 95, Bee, NE 68314 info@greenmagazine.com
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. D3X
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 B6X
L-4100-T motor. LUC 540 RPM PTO attachment. Depression D air cleaner. AI front end casting. K-W, Remy, Prestolite, lighting parts. GPO air cleaner. GP beaner front axle. Big bore GP gas tank. AO/60/620 orchard sheet metal support bracket. 50/520/530 cotton picker exhaust elbow. 1010/2010 side panels. 2020 grove hood and PTO shield. New Gen orchard manifolds and exhaust pipes. Ph. 269-461-3449. MI D3X
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, 308-520-7416. NE L6X
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 C3X
Specializing in John Deere 2 cylinder and New Generation tractor repairs and restoration. Christiana PA, phone 717940-1303. F6X
Carburetor, water pump, distributor rebuilding. Farmers Service Incorporated. Ph. 330-482-4180, www.farmersserviceinc. com OH F6X
Dubuque parts: Running 330 motor. Top links. New Gen top links. Utility anchor yoke assembly. Float ride seat. Hi-Crop transmission spacer. PTO shafts. Orchard manifolds. PTO belt pulleys. Sway bars and brackets. PTO shields. 40-W drawbar assembly. 40/320/430 standards drawbar assembly. M/40/420 crawler bumper. MI mower PTO drive pulley. 1010/2010/3010 industrial, crawler grills. Ph. 269-461-3449. MI D3X
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. A6X
Pedal tractors: Small 60. Large 60. 130. Three hole 10. 4020 (D-63). Early 4430. LGT. Dealer pedal car. Men’s bicycle. Dealer signs. Operation, Care, Repair, farm machinery books. Arcade, Ertl, toys. Literature, manuals, memorabilia. Caterpillar Farm tractors sign. Ph. 269-461-3449. MI D3X
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. B6X
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 B6X
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
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, $1280. Kit for 80/820/830, $1350. Battery box now available. Free shipping. Also battery cable kit now available. Ph. 717-445-9465. PA D3X
LGT tractors: Early 110. 112. 316. 400. 120/140 front wheel weights. 400 rear wheel weights. #80 trailer. 1977 Liquidfire 340 snowmobile. Koiritz 440 L/C motor. Ph. 269-461-3449. MI D3X
Wanted & Announcements
Wanted - A13839 coulter bracket for an 835 or 4200 two-way (roll over) plow. Ph. 608-658-2072. WI
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
Want to buy—or at least find this 1931 John Deere model D. Serial number would be in the 109xxx to 115xxx range. I sold it to a man from Octavia, Nebraska who sold it to someone else about 20 years ago. If you know of its whereabouts, please call me at 402-643-5515. NE
Wanted: JD 3600 plow, 4 or 5 bottoms, w/ ASRs. Baker Fan. Pulley – 22” diameter. Cone lugs #AC 649R. Bar type wheel lugs C 368 R. Round spoke front wheels screwon hub cap C2367R/N329R. Call Tyler, 515-298-4830. Please leave a msg if I miss your call. IA D3X
WANTED! I owned this John Deere sign in the early 2000s, sold it to Greg McGrew and he sold it in the Polk McGrew auction around 2010. I really want to buy the sign back. If anyone knows where it is or has this sign, please reach out. Above is the picture of the sign. Any leads would be greatly appreciated. Ph. 856-297-6387. NJ E2X
Wanted: Looking for a nice John Deere model EK kerosene stationary engine. Ph. 701-437-3176. ND F3X
Wanted: 1969 to 1972 4020, propane or diesel, Power Shift. Ph. 620-923-3364. KS D3X
Wanted & Announcements—continue on the next page
Wanted & Announcements, continued
Announcing: North Texas Antique Tractor and Engine Show: Antique tractor show and pull, antique engines, and kiddie tractor driving. June 14-15 in Ben Gill Park on Hwy 80, Terrell, TX. Contact Lyle at 214-497-1611 or Carol at 214-384-8543, www.north-texas-antique-tractor-andengine-club.net E2X
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
Green Magazines for sale from January 1986 to the present, in one lot. Ph. 308-7625925 after 5 pm. NE E3X
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
2-Cylinder Plus Tractor Salvage, 13
Agri-Services, 18
A&L Parts, 18
Auction: Al Kormos Estate, 13
Auction: Beiler Antique, 8
Auction: Doug Fisk Collection, 9
Auction: Giles Family, 12
Auction: Jim Buske Collection, 9
Auction: Lawn & Garden, 19
Auction: NY State Two Cylinder Expo XIV consignment, 8
Auction: The Classic, 3
Book: A Specialized Look Into The Unstyled Model A, 58
Book: A Specialized Look Into The Unstyled Model B, 58
Book bundle: Green Magazine, 2
Book: Mr. Thinker’s John Deere Almanac, Fourth Edition, 74
Book: The Green Experience, 64
Book: The John Deere Hi-Crop Book, 74
Book: The John Deere Unstyled Letter Series, 68
Brillman Company, 69
Burrey Carburetor Repair, 32
Central Fuel Injection Service, 32
Countryside Tractor, 32
Crawler parts: Lavoy Wilcox, 61
Decals: QuipCal.com, 63
Dennis Polk, 67
Detwiler Tractor Parts, 13
Dillner's Tractors, 61
Dubuque top links - Bill Miller, 36
EverGreen Restoration, 67 Fisk Carburetor and Ignition, 65
Garry Power, 62
GreenLight Products, 36
Green Magazine back issues, 71
Green Magazine Bookstore, 70 Iron Bull Mfg., 12
John Reed Antique Tractor Parts, 62
Jorde’s Decals, 12
K&K Antique Tractors, 59
L and LA parts - Ron Brungart, 65
Lakeside Service & Supply, 12
Lind Bros Tractor and Parts, 24
Martin Parts & Repair, 33
Martin Repair, 32
McDonald Carb & Ignition, 8
M&D Reproduction Parts, 61
Miller Tire, 18
Obsolete parts - The Old Tractor Company, 36
Paul's Rod & Bearing, 63
Plow parts: Tyler Buchheit, 36
Renaissance Tractor, 60
Ridenours - L parts, 63
Robert’s Carburetor, 24
Scenic View Engine, 71
Show: Bos Brothers Show, 9
Show: Classic Green Reunion, 37
Steiner Tractor Parts, 75
TP Tools & Equipment, 25
Tractor Ride: Preston Historical Society, 13
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
Question for Mr. Thinker,
My friend is passing on the family’s unstyled “B” to his son for his graduation gift, a long-standing tradition in his family. The “B” runs and operates perfectly, hardly any paint left on it, sheet metal is good, great patina, but now he wants to “tear into it” and restore! This is a great crime! How do we nicely convince this boy not to do it, as everybody before him kept it original? This is a four bolt “B,” full steel about to be destroyed.
G.B., Maryland
If your friend is giving it to him, it’s his to do with as he wants, unless you attach some sort of proviso to the gift. While we are at it, let’s dispel this notion that “it’s only original once.” Back last century, we were dragging every old tractor out of the weeds, painting them with a spray can and slapping on some of those awful old decals with the clear background. Now, mysteriously, there seems to be quite a few unpainted tractors. That’s actually because quite a few people have taken “unrestoring” to a great art. In others words, removing the paint that was applied to the tractor in the last 40 years and getting it back to looking like it might have if it had never had a second, or third paint job. If you attended last year’s Albert City, Iowa show, you saw quite a few tractors that fit that description. One more thing, has anyone asked the tractor what it wants? Maybe after 90 years, it would like to look like it did, or better, than it did when it left the factory. MT
Dear Mr. Thinker,
Mr. Thinker,
I have a 320, and most of the time the clutch works fine, but at other times, it refuses to release and it is nearly impossible to shift it into gear without much noisy grinding. I would appreciate any help you can give me.
T.J., New York
Whether they be on a car, truck or tractor, sticking clutches are a problem that has plagued man since the age of the dinosaurs—okay maybe not quite that long. In the vast majority of cases, the solution is not expensive, though it does take some work. In your case, the solution is probably to split the tractor and thoroughly clean the shafts, splines and everything else you can find. And while you are at it, you might consider replacing the discs. MT
Mr. Thinker,
I have a 720 gas and the flywheel is tight. I am going to take it off, and I want to make sure that it does not loosen after I put it back on. I will clean the splines on the flywheel and crankshaft. Torque flywheel bolts to 275 foot pounds, and retorque at 10 minutes, 10 hours and one year running time. Set crankshaft end play at .005 to .010 inches. Anything else I should know? Lock tight or lube on bolts? Temp? New bolts? Suitable bolts?
F.B., Alaska
I have a 1950 “D.” I have timed this tractor in high gear at full throttle and it is 46 percent faster than pretty much every other “D.” So, while I have not had the cover off, I have to assume that it has the high speed 28 tooth rear sprockets. How rare is this?
M.M., Illinois
Mr. Thinker is assuming that the county put up one of those “check your speed” signs up on the road that goes by your place and you and all of your friends are running your “Ds” by it. The records don’t indicate which tractors were equipped with these sprockets, but it is likely not too many. After all, what would the applications be? MT
Most Deere manuals only cover the torque of the bolts and the end play, so you seem to have covered everything that they suggested. Lock tight on the bolts probably isn't going to hurt anything, if it makes you feel better. As for temperature, Mr. Thinker noticed that you are in Alaska, so he probably wouldn’t try this when it’s 30 degrees below. As for bolts, some restorers prefer to use grade eight, fine thread bolts with tall nuts, though others say grade five bolts are strong enough to crack the casting. So do be careful. MT
Mr. Thinker,
What would Mr. Thinker suggest that I do to gain access to the top Powr-Trol outlet, which is blocked by the top link structure?
B.B., Maine
There should be two pipe plugs with square heads on the right side of the Powr-Trol housing (ignore the arrows). Remove them, add elbows and then whatever plumbing supplies it takes to hook up to whatever you are lifting. MT
Dear Mr. Thinker,
I would like to know if a very early model “G,” serial number under 2000, could have come from the factory with 36 inch rear tires and the three-piece rear rims.
G.H., Michigan
Assuming that you are talking about the split style of rims, then the answer is “yes;” they were available from the beginning of “G” production according to factory ordering information. While we are at it, here is another fun fact—round spoke rear wheels were not used on a “G” tractor until after serial number 2709. MT
Mr. Thinker, Was wondering if anyone would know what kind of a hitch that is on the upper three-point. Never seen one before. It's a 730 gas.
A.M., Illinois
Okay, that’s something that Mr. Thinker has never seen before. It’s almost certainly homemade and designed for some special purpose. And it doesn’t look like the tractor ever had, or at least recently had, a three-point. Does anyone in the audience have an idea? MT
Mr. Thinker,
I have been searching for “why and what was the purpose of the pad mount on this manifold.” The first time I encountered it was on a 620 gas orchard, and have been searching for 15 years and never found anything on its use. I went through JD Field Service Bulletins and all kinds of JD material and have never found anything. Do you know what it was for?
B.D., North Dakota
Mr. Thinker has also seen these on various later two cylinders, but his intellectual curiosity was never sufficient to pursue their purpose. It would seem to be a mount for something planned, but never put into production. Perhaps since they weren’t bothering anything, they were never removed from the manifold patterns. Does anyone out there have a better idea? MT
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Website for online orders: www.greenmagazine.com
Three color illustrations from a John Deere Plow Company of Omaha catalog, circa 1915.
