Ford tractors have played a significant role in the transformation of the agricultural sector, contributing to the growth of modern farming practices. In this article, we will take a journey to explore the rich history of Ford tractors and their impact on the agriculture industry.

 

The story of Ford tractors begins with the visionary founder of Ford Motor Company, Henry Ford, focusing on the agricultural sector in the early 20th century. Ford recognized the need for more efficient farming equipment and saw the opportunity to apply assembly line principles to tractors. In 1917, the first Fordson tractor rolled off the assembly line, revolutionizing agricultural practices.

 

The introduction of the Fordson tractor marked a turning point in the history of farming. These tractors were compact, affordable, and powered by gasoline engines, making them accessible to a wide range of farmers. The Fordson Model F, introduced in 1917, quickly gained popularity and became a symbol of progress in agriculture.

 

Ford tractors brought mechanization to the forefront of farming. They replaced traditional animal-drawn plows and cultivators, significantly increasing productivity and reducing the physical labor required for farming tasks. This shift allowed farmers to cultivate larger areas of land, leading to increased crop yields and food production.

 

Fordson was a brand synonymous with tractors and trucks. It was used on a series of mass-produced general-purpose tractors from 1917 to 1920 by Henry Ford & Son Inc, from 1920 to 1928 by Ford Motor Company (USA) and Ford Motor Company Ltd (UK), and from 1929 to 1964 by Ford Motor Company Ltd (UK). The latter (Ford of Britain) also produced trucks and vans under the Fordson brand.

 

After 1964, the Fordson name was phased out, and all Ford tractors in both the United Kingdom and the USA were labeled under the Ford name.

 

Ford tractors became a global phenomenon, reaching farms in various countries around the world. Their simplicity, durability, and ease of use made them popular choices for farmers from North America to Europe, Asia, and beyond. The Ford brand became synonymous with reliable farm equipment.

 

Over the years, Ford continued to innovate in the tractor industry. The Ford N-Series tractors, introduced in the 1930s, were known for their advanced features and improved performance. These tractors set new standards for efficiency and reliability in agriculture.

 

Today, the legacy of Ford tractors lives on. While the Ford brand may no longer be at the forefront of tractor manufacturing, the impact it had on the agricultural sector is undeniable. Ford tractors paved the way for modern farming practices, shaping the industry into what it is today.

 

Between 1917 and 1922, Fordson was primarily designed for tractors, much like the Ford Model T was for automobiles. Its reliable design, affordable pricing for workers and farmers, widespread dealership network, and significant production capacity captured the public’s imagination and made the machine widely popular. Just as the Model T helped people understand how quickly cars and trucks could replace most horses in transportation, the Fordson helped people realize how quickly tractors could replace most horses in farming, advancing mechanization in agriculture. Similar to automobiles, Ford never had a monopoly on the market but dominated the tractor market from around 1917-1925 and from 1946 to 1953. Ford was the only automotive company selling cars, trucks, and tractors simultaneously from 1917 until 1928.

 

For the decade between 1928 and 1939, the American Ford company stepped away from the tractor business. During this time, Ford of Britain continued to produce Fordsons and develop new variants extensively exported. In 1939, the American Ford company reentered the tractor market with an all-new model under the Ford brand. Ford UK continued to use the Fordson brand until 1964.

 

Fordson production took place in the United States (1917–1928); Cork, Ireland (1919–1923 and 1928–1933); and Dagenham, Essex, England (1933–1964). Tens of thousands of Fordsons, mostly from the United States and some from Ireland, were exported to the Soviet Union from 1920 to 1927. Soviet Fordson clones were also produced in Leningrad from 1924 and in Stalingrad from 1930 onwards.

 

Henry Ford’s upbringing in a farming family in Wayne County, near Detroit, Michigan, in the late 19th century exposed him to the challenges of manual and animal labor on farms. His growing interest in automobiles led to a vision of relieving the burden of farming through machinery. In the early 20th century, he began experimenting with tractors using automobile components. Just four years after founding the Ford Motor Company in 1903, Ford completed his first experimental tractor in 1907, referring to it as the “Automobile Plow.” At the time, there were around 600 gasoline-powered tractors in use on American farms in 1908. The design of the Fordson tractor was led by Eugene Farkas and József Galamb, who were involved in the successful design of the Ford Model T automobile.

 

Traction engines existed for some time, but they were large, heavy, and costly machines primarily suitable for prairie grain farming, not small family farms in other regions. In the early 1910s, there was a growing demand in North America and Europe for small, affordable tractors, and many saw the Model T as a foundation for creating them. The concept of an automobile-like tractor, built using automotive components and techniques, gained popularity. Henry Ford, an American engineer, inventor, and businessman, constructed experimental tractors using automobile parts during the early 20th century. In August 1915, he introduced a prototype known as the Model B, featuring a dedicated tractor design, as an evolution from earlier experiments.

 

During World War I, the first regular-production Henry Ford & Son tractors were shipped to the U.K. in 1917 to support British agriculture, and by 1918, they began to be branded as Fordsons. Domestic sales in the United States started in 1918 and witnessed significant growth in 1918 and 1919.

 

In August 1915, at a plowing demonstration in Fremont, Nebraska, Henry Ford unveiled the Model B tractor, which featured a 16 horsepower, two-cylinder, horizontally opposed engine, a spur gear transmission, and a unique three-wheel configuration – two front drivers and one rear steerer. Although the Model B was never mass-produced, it generated enough attention to establish Ford’s interest in tractor development.

 

Recognizing the demand for a Ford-manufactured tractor, a group of entrepreneurs in Minneapolis formed The Ford Tractor Company. They initially used the Ford name, causing confusion with Ford Motor Company. However, Ford Motor Company thwarted their plans by adopting a different name for its tractor line.

 

The Fordson tractor, initially developed as the new Henry Ford & Son tractor, had its prototypes completed in 1916. During this period, the world was amidst World War I, and the United Kingdom faced the challenge of expanding its agriculture to meet food demands despite war-related shipping disruptions. In 1917, the British Ministry of Munitions chose the Fordson tractor for importation from the U.S. and domestic production in the U.K. The idea was to ensure a domestic supply of tractors due to concerns about Atlantic shipping vulnerabilities. Henry Ford decided to establish tractor production in Cork, Ireland (then part of the U.K.), aiming to bring employment to southern Ireland. However, production in Cork didn’t commence until 1919, by which time thousands of tractors had already been exported from the U.S. in 1917 and 1918.

 

The Fordson tractor featured a 20 hp inline four-cylinder engine, similar in many respects to the Ford Model T engine. It was capable of running on gasoline, kerosene, or alcohol. To handle kerosene, it utilized a vaporizer downstream of the carburetor. The ignition system resembled that of the Model T, with a low-tension magneto and trembler coils. Cooling was achieved through thermosiphon, and the transmission was a three-speed spur gear. The rear featured a worm drive reduction set and a differential, patented for its ease of manufacture and service. Early Fordsons did not have brakes; stopping the tractor was accomplished by depressing the clutch.

 

Ford engineer Eugene Farkas designed the tractor with a unit-frame construction, eliminating the need for a separate heavy frame. This reduced costs and simplified manufacturing. Ford held a patent on this unit-frame tractor design. The tractor’s rear wheels were fabricated steel, spoked and cleated, with variations in spoke count. Various models of front wheels were used, including fabricated steel and cast iron options. Industrial models utilized specialized wheels for specific tasks.

 

In its early years, the Fordson tractor was referred to as “the Ford tractor,” “the Henry Ford tractor,” or “the MOM tractor” (due to its association with the British Ministry of Munitions). The name “Fordson” was eventually trademarked in early 1918, becoming the official brand. U.S. sales under County War Board distribution rules began in April 1918, and the Model F designation was introduced in 1919. Sales of the Fordson tractor saw significant growth in 1918 and 1919.

 

The Fordson tractor was groundbreaking not for its design but for its combination of being small, lightweight, mass-produced, and affordable. It also benefited from a vast distribution network and the trusted Ford brand, making it accessible to the average farmer for the first time. Henry Ford established Henry Ford and Son Inc. for mass production of the tractor on July 27, 1917. Mass production began in 1917 at a factory in Dearborn, Michigan, utilizing assembly line techniques. Fordson tractors were initially sold for $750 and became cheaper to maintain than horses, making them a staple on U.S. farms. They quickly gained a dominant market share, with more than 70% of the market in their earlier years.

 

In the U.S., Ford initiated a program in 1919 to loan Fordson tractors to educational institutions with vocational training programs. This program allowed agricultural colleges and institutions to use Fordsons for educational purposes. Fordson tractor production reached 36,781 units in 1921 and 99,101 units in 1926. By 1925, Ford had produced its 500,000th Fordson tractor. During the years from 1917 to 1928, Ford was the only automotive company simultaneously selling cars, trucks, and tractors, with a total of 552,799 Fordson tractors built during this time.

 

Operating a Fordson tractor was akin to starting a Model T car. A relatively new and well-maintained Fordson tractor would easily start in warm weather, often requiring just a single crank pull. However, in cold weather, starting the tractor could be challenging, especially as the machines aged. In frigid conditions, the oil would congeal on the cylinder walls and clutch plates, making hand cranking difficult. It often required significant effort, with strong individuals taking turns to crank while adjusting ignition coils in between. Some farmers even resorted to building fires beneath the tractor to warm up the crankcase and gearboxes, making cranking easier. To start the tractor, gasoline was needed, even though it ran on kerosene during operation.

 

The Fordson tractor had the capability to pull implements like discs and plows, tasks that would typically require at least four mules to accomplish. It could work continuously throughout the day, as long as certain maintenance tasks were regularly performed. This included keeping the radiator filled, replenishing fuel, and changing the water in the air filter tank. The tractor used a unique method for filtering carburetor air by bubbling it through a water tank. On dry days, mud would accumulate in the water tank after a few hours of operation, necessitating periodic flushing and refilling of the tank.

 

The Fordson Model F, while not immune to issues shared with other brands, faced its own set of challenges. Among these were practical limits to traction, especially in muddy, snowy, or icy conditions, and the tendency to rear up when the plow encountered an obstruction. Many voiced concerns that increasing the tractor’s weight would improve traction, but Henry Ford consistently argued against the notion that adding weight was the smartest way to maximize traction.

 

In 1917, Ford began shipping Fordson tractors to Ford Motor Company Limited in Britain to fulfill a 5,000-unit order from the British government. Between the acceptance of the order and the commencement of production, Ford made significant design changes to address these challenges. The car-type radiator was enlarged to an 11 US-gallon (9.2 imperial gallon; 42-liter) capacity to alleviate overheating issues. The added weight also assisted in keeping the front end down. In the early Fordsons, the drive worm was located at the top under the driver’s seat. During heavy-duty operation, the heat became unbearable for the operator. To address this, the drive worm’s placement was changed, allowing for larger rear wheels that improved traction. Several other changes were made to simplify manufacturing. The Fordson adopted the Model T coil magneto system, and water and oil pumps were replaced with a simpler thermosiphon cooling system and splash lubrication.

 

Despite these design and assembly improvements, Fordson tractors still demanded a high level of maintenance. In 1921, a farmer near Atlanta listed his Fordson repair costs for the year at $1,246. He recorded difficulties starting the engine, a broken wheel, engine failure, and rear-end issues in his diary, totaling $1,301 in expenses for 620 hours of work. Another Colorado farmer frequently called his dealer three times a day to complain about his Fordson.

 

The most perilous issue arose when a towed implement became immovable. The stoppage of the implement caused a reaction through the transmission that would sometimes flip the tractor backward, resulting in fatalities. This problem was attributed to the low-geared worm drive, lightweight construction, and short length, which led to an insufficient downward load to counter the reaction torque. Some have suggested that relocating the drive worm below the main drive pinion on the differential exacerbated the issue. However, the problem predated this change and was exacerbated by the higher differential position, larger rear wheels, and increased torque requirements to achieve the same drawbar force. An Indiana farmer believed the Fordson was so hazardous that it should have been banned by law.

 

Reports indicated that Fordsons were responsible for 36 driver fatalities in 1918, according to the Eastern Implement Dealer. Pipp’s Weekly claimed that Fordsons were involved in the deaths of 136 individuals up to August 1922. Ford spokespeople argued that these accidents resulted from inexperienced drivers and maintained that any tractor could be dangerous if mishandled. Nonetheless, satisfied customers praised the Fordson for making farm work more manageable and for delivering optimal performance in orchards and truck farms.

 

Impacts of Import and Production in Ireland, the UK, and the Soviet Union

 

Harry Ferguson’s tractor attachment, mounted on a Fordson tractor in 1922, is showcased as an aftermarket accessory. It’s a fully mechanical version equipped with a depth wheel (a small wheel adjusting plow depth). By 1926, Ferguson and his colleagues had developed and patented the modern hydraulic three-point hitch. During the 1920s and 1930s, Ferguson sold linkage parts and implements and collaborated with David Brown to manufacture Ferguson-branded tractors. In 1938, Ferguson finally struck a deal with Henry Ford to fit Ford tractors in the factory with Ferguson hitches, something he had experimented with in Cork and Dearborn in 1920 and 1921. Their agreement in 1938 led to the birth of the Ford 9N.

 

As previously mentioned, Fordson’s origins in 1916 influenced production location decisions and export/import trends, shaped by the Allies’ efforts during World War I. Nearly all the initial tractors were shipped to the UK in 1917. Sales expanded to Canada and the US in 1918 and 1919, and UK production commenced in pre-independence Ireland.

 

In 1919, Ford signed a significant contract for a large shipment of Fordson tractors to the Soviet Union, rapidly becoming the company’s largest customer. From 1921 to 1927, the Soviet Union imported over 25,000 Fordsons. These affordable and robust tractors became highly appealing to Soviet farmers, particularly for collectivization, frequently appearing in Soviet posters and images of the time, like the First Tractor. Just as with imported Ford cars and trucks in the early 1920s, the Soviets immediately started domestic production of spare parts and clones. In 1924, the Leningrad factory, known as “Krasny Putilovets” (Красный Путиловец), began manufacturing Fordson-Putilovets tractors (Фордзон-путиловец). Soviet versions in the 1920s gained a reputation for inadequate quality, largely due to metallurgical and heat-treatment issues. Regardless of how perfectly a shaft or gear was machined, improper hardness would lead to premature failure. By the 1930s, as Soviet industrialization advanced, the worst quality problems were addressed.

 

By the mid-1918s, over 6,000 Fordson tractors, all of them US-made, were in use in Britain, Canada, and the United States. After World War I, production also began in Cork, Ireland, in parallel with US production. Fordson tractors quickly established a dominant position in the US tractor market, claiming over 70% of the market share.

 

Henry Ford faced a power struggle with Ford Motor Company shareholders, including the Dodge Brothers, Horace, and John Dodge, in 1919. Threatened with the prospect of seeing Henry Ford & Son Inc. as a new owner (a plausible scenario), he resigned from Ford Motor Company. He would venture into a new enterprise for all future cars, trucks, and tractors, starting from scratch with entirely new designs. This would have turned Ford Motor Company into a badly managed competitor and destroyed the value of its shares. The maneuver worked; Henry Ford acquired all minority shareholders of Ford Motor Company in 1919 and consolidated ownership within the Ford family: fifty percent in his name, forty-two percent in his son Edsel’s name, and the remaining three percent in his wife Clara’s name. In 1920, Henry Ford merged Henry Ford & Son with Ford Motor Company.

 

Annual production reached 36,781 in 1921. Fordson had solidified its presence on American farms.

 

In February 1922, following difficulties stemming from the economic downturn of 1920-1921 and stiff competition from International Harvester, John Deere, and J.I. Case, among others, Ford decided to reduce the price of the Model F from $625 to $395. This ignited a price war in the tractor industry, known as the ‘tractor wars.’ To compensate for the lower price, Ford needed to reduce costs and increase production volume.

 

Meanwhile, the Irish War of Independence unfolded in Ireland. Although several thousand tractors were produced annually, production in Cork during this early period never flourished. In 1922, Ford terminated production in Cork and sent the factory’s equipment back to the United States in 1923 (as explained below, it would return several years later).

 

By 1925, Ford had produced its 500,000th Fordson tractor. Annual production reached 99,101 in 1926. Total production reached 650,000 by May 1927.

 

In February 1928, Henry Ford surprised the U.S. market by discontinuing U.S. Fordson production. Several reasons have been proposed for this decision. One theory suggests that competitors like IHC’s Farmall had eroded the Fordson’s appeal in the U.S., and Henry Ford was not satisfied with competing solely as a commodity. He sought distinct competitive advantages. Another possibility is that he envisioned moving all production to Ireland and England because Europe, including Russia, was poised to become the most crucial Fordson market. However, Henry Ford did not provide a detailed explanation for his decision.

 

Ford of England resumed Fordson manufacturing in Cork, which was a significant undertaking as the factory had been dismantled in 1923. Ford Ltd acquired a substantial amount of tooling from Ford of the U.S. Starting from 1930, Fordson tractors were once again available in the United States, imported from Cork. The Dagenham plant was established in 1933, taking over production from the Cork facility, which was subsequently closed. George and Eber Sherman became prominent importers of English-built Fordsons.

 

With Cork as the sole production site in 1928, exports to the U.S. were limited to 1,500 units per month. This disruption affected numerous businesses, including Ford dealerships and aftermarket equipment manufacturers (a thriving industry for both the Model T and Fordson). Many of these firms formed the United Tractor & Equipment Corporation, which negotiated with Allis-Chalmers to produce an alternative tractor. By 1933, the deal fell apart due to the economic impact of the Great Depression. Dealers and aftermarket builders could import Cork-built Fordsons and, from 1933, Dagenham-built Fordsons. The United tractor eventually became the Allis-Chalmers Model U.

 

Following Ford’s cessation of U.S. Fordson production, significant Soviet tractor orders via the Amtorg Trading Corporation were redirected to IHC and other manufacturers.

 

The Roaring Twenties had undoubtedly been a prosperous period for the Ford Motor Company. Despite facing the reality that the public’s enduring demand for his original car, truck, and tractor models (the Model T, Model TT, and Fordson) would eventually wane, Henry Ford found continued success with his new car and truck model, the Model A. Fordson’s triumph persisted at Ford Ltd, even though its U.S. chapter came to a close.

 

The Fordson Model N, an improved version of the Fordson Model F, played a significant role during World War II. Production of the Model N began in Cork in 1927 but was later transferred to Dagenham in 1933. This tractor featured a 27 HP engine, standard rear fenders (mudguards), a higher voltage ignition system, and optional pneumatic tires. In 1935, a power take-off (PTO) became available as an option for the Model N.

 

During World War II, the Fordson Model N was arguably the most crucial tractor in the United Kingdom. The Dagenham plant produced over 136,000 Model N tractors for wartime use. Additionally, Ford of the U.S. exported Model 9N tractors to the U.K. during this period, contributing to the agricultural efforts of the war.

 

After U.S. Fordson production ceased in 1928, the U.S. witnessed a period of inactivity in the development of new Fordson/Ford tractors. Although some experimental designs were explored during the 1930s, most remained on the drawing board as Henry Ford prioritized research and development over immediate production. Notable innovations included the concept of a Fordson row-crop model and variable front track options.

 

One significant development was the Fordson All-Around, which resembled a “Fordson version of the Farmall” with a tricycle design and high clearance. Prototyped in 1930-1931 at Dearborn, it wasn’t produced until 1936 when Ford Ltd of Britain introduced it as the Fordson All-Around. Additionally, the idea of variable front track for row-crop tractors was considered but not immediately adopted.

 

Between 1928 and 1932, Henry Ford’s focus shifted towards the development and introduction of the company’s first V8 engine. Although experimental V8-powered tractor prototypes were created, they did not reach production.

 

By the late 1930s, Henry Ford’s interest in reentering the tractor market grew. He explored the concept of a tractor with one large drive wheel, but the prototypes did not perform as expected. It was his meeting with Harry Ferguson in 1938 that led to the development of the Ford 9N tractor, incorporating the innovative three-point hitch system. With the introduction of the Ford N-series tractors in 1939, the importation of English Fordson models to the U.S. dwindled, marking a new era of U.S.-made Ford tractors.

 

The Fordson E27N Major, introduced in March 1945, marked a significant upgrade to its predecessor, the Fordson N. Produced in England, this model shared the same engine and transmission as the Model N but featured a new casting that allowed for the addition of a Power Take-Off (PTO) and a hydraulic lift unit, manufactured by Smiths or Varley. Notably, the differential underwent a complete redesign.

 

For the first time, Fordson offered fully-equipped tractors through dealers, featuring a Three-Point Linkage (3PL), PTO, full electrical systems, and an adjustable-width front axle, enabling the tractor to effectively work on row crops. The E27N Major came in various versions, including crawler conversions by County and half-tracked variants by Roadless.

 

Starting in 1948, customers had the option to order the Perkins P6(TA) engine from the factory. This upgrade boosted the tractor’s power to 45 horsepower, addressing the limitations of the underpowered petrol/TVO engine. The E27N Major gained popularity among Australian farmers, paving the way for substantial sales of the New Major (E1A) model.

 

Following the post-war shortages, the development of an entirely new tractor was delayed. However, in 1952, the “New Major” made its debut in production, featuring an innovative range of Ford engines. The 4D engine, crafted and manufactured in the UK at Dagenham, was available in Diesel, Petrol, or Petrol/Kerosene variants. This tractor incorporated a 6-speed modified version of the E27N transmission.

 

One notable change was the lower seating position for the driver, a departure from the higher seating of the E27N, which earned it the nickname ‘High Major.’ In 1958, the ‘Power Major’ was introduced, boasting 51.8 horsepower, an improved transmission, and ‘live-drive’ hydraulics. Then, in 1960, the final iteration, the ‘Super Major,’ was released, featuring a weight transfer system and a differential lock. Production of the Super Major continued until 1964.

 

These tractors found their way to the United States, marking the first export to the U.S. since 1939, and were branded as Fords, signaling Ford’s renewed presence in the American tractor market.

 

In response to the success of the Massey Ferguson 35, Fordson introduced the Dexta, a smaller three-cylinder tractor model. The Dexta shared various components with the Massey Ferguson 35, including the basic gearbox and differential casings. Both the Dexta and later models like the MF35 (early models equipped with a Standard 3-cylinder diesel engine) featured the Perkins A3 engine, albeit with some distinctions.

 

In the early Dextas, the engine had a displacement of 144 cubic inches, while later versions and Perkins-engined MF 35s came with the 152 cubic inches version. These two tractors also differed in their injector systems and various other aspects, despite their shared platform. The gasoline version of the Dexta utilized the same Standard engine found in the Ferguson TEA and FE 35 tractors. One notable difference was the relocation of the starter to the right side of the Dexta, a feature not present in the Ferguson model. Furthermore, unlike the Ferguson, the gasoline Dexta had identical gearbox castings as its diesel counterpart.

 

Much like the Model T cars and trucks, the Fordson tractor served as the foundation for a diverse and extensive aftermarket industry focused on accessories and conversions. A pair of articles published in a 1922 issue of the Chilton Tractor Journal shed light on this bustling business environment and provided photographic glimpses of the available attachments and conversions.

 

Farmers and construction contractors could readily access aftermarket governors, ignition components, hitches, and drawbars for their Fordson tractors. However, what set the Fordson apart was the sheer range of possibilities: it could be transformed into a crawler tractor, a road grader, or even a self-propelled combine through conversions offered by various aftermarket firms. For instance, the original Gleaner self-propelled combines were created by attaching the combine to a Fordson tractor.

 

Crawler conversions were particularly notable, with at least three companies offering such adaptations. Enlarged cleats, including a type resembling an “overgrown tire chain,” were also available, harkening back to the early days of crawler development. Several companies specialized in converting Fordsons into road graders, with the Wehr model earning a lasting reputation.

 

Remarkably, a tricycle cultivator version of the Fordson was offered as an aftermarket conversion by the Moline Implement Company as early as 1920 or 1921. This innovation preceded the introduction of the Farmall and even predated the Fordson All-Around prototype by a decade.

 

An economically significant concept during this era was exemplified by kits like the Dearborn Tractor Control, which allowed the operator on the towed implement to control the tractor from their seat. This innovative setup, offered by at least three aftermarket suppliers for Fordson tractors, not only provided comfort and familiarity for farmers transitioning from horse-drawn equipment but also addressed an economic challenge. Horses required only one person to control both the motive power and the implement, while tractors often necessitated two individuals – a driver and an implement operator. Setups like the Dearborn Tractor Control helped match the man-hour requirements of tractors with that of horses, making them more efficient.

 

In 1926, a corporation named Snow-Motors Inc. showcased a converted Fordson Model F snowmobile, aptly named the “Snow-Motor.” This innovative snowmobile used bullet-shaped screws instead of traditional wheels or continuous track units for mobility. Although these machines were used during Richard Byrd’s first Antarctic Expedition, they proved unsuccessful in that challenging environment.

 

The Fordson tractor’s adaptability and the vibrant aftermarket industry around it reflected the dynamic and inventive spirit of the time, offering farmers a wide array of options to suit their specific needs.

 

In a bid to replace both horses and steam engines on remote logging railways, ingenious inventors embarked on a transformative journey with the Fordson tractor, making substantial modifications to adapt them for rail use. This innovative approach not only facilitated the transition but also improved the efficiency of logging operations in challenging terrains.

 

These adapted Fordson tractors were customized to run on rails, and their modifications included the addition of extra bogies (wheel sets) both in front of and behind the tractor. These added bogies not only acted as log carriers but also enhanced traction on the often delicate rail lines, all without significantly increasing the overall weight of the tractor. One notable example was the Fordson F model, which served as the base for these rail conversions.

 

Additionally, some inventive companies like Trails Ltd in Dunedin, New Zealand, took this concept even further. They added a reverser mechanism to the Fordson tractor, allowing it to operate in either direction at the same speeds. Furthermore, a powered bogie was incorporated, serving as a dynamic log carrier with its own source of power. These modifications brought a significant advancement in the operation of bush trams, ultimately spelling the end of horse-operated systems in New Zealand’s logging industry.

 

The evolution of this design did not stop there, as Wellington-based company Nattrass further refined and enhanced the concept. Their innovations enjoyed successful sales not only in New Zealand but also in Australia, solidifying the Fordson tractor’s place as a key player in the transformation of logging railways.

 

Notably, A & G Price, a renowned builder of steam and diesel locomotives, completed its last locomotive in 1970 using a Fordson Major E1 as its foundation. This final locomotive showcased the enduring legacy of the Fordson tractor in revolutionizing remote logging railways, ushering in an era of efficiency and progress in the industry.

 

Ford’s journey in the tractor industry has been marked by a series of transformative models that have left a lasting impact on agriculture. Let’s explore the notable Ford tractor models and their evolution over the years.

 

Fordson Model F: The Fordson Model F, introduced in the early 20th century, laid the foundation for Ford’s venture into tractors. It was a pioneering model but not without its flaws.

 

Fordson Model N: An improved variant of the Model F, the Fordson Model N addressed some of its predecessor’s shortcomings. It became a vital tractor during World War II.

 

Fordson All-Around (Fordson Row Crop): This model, a Fordson version of the Farmall, brought versatility to row-crop farming. It featured high clearance and tricycle design, making it suitable for various agricultural tasks.

 

Fordson Major E27N: Introduced in 1945, the Fordson Major E27N represented a significant upgrade. It offered a power take-off (PTO), hydraulic lift unit, and other modern features.

 

Fordson New Major: In 1952, the “New Major” entered production, equipped with a new Ford engine range and a modified E27N transmission. It provided a range of options, including Diesel, Petrol, or Petrol/Kerosene variants.

 

Fordson Dexta: A smaller three-cylinder version, the Dexta, was introduced to compete with other popular models like the Massey Ferguson 35. It shared some components with the MF 35 but had its unique characteristics.

 

Fordson Power Major: In 1958, the Power Major was introduced, boasting increased horsepower, improved transmission, and ‘live-drive’ hydraulics. It enhanced the Fordson lineup.

 

Fordson Super Major (Ford 5000 in the U.S.): The Super Major, released in 1960, marked the final version of the Fordson tractor series. It featured a weight transfer system and differential lock, making it a versatile choice for farmers.

 

Ford’s legacy in the tractor industry extended beyond these models. In 1938, Ford reentered the tractor business in the U.S. with the Ford N-series tractors, which were later replaced by the Ford NAA tractors in 1953. Subsequently, Ford’s tractor operations underwent reorganization, resulting in closer integration between the U.S. and U.K. divisions.

 

In 1986, Ford expanded its tractor business by acquiring Sperry-New Holland, a company specializing in skid-steer loaders, hay balers, and agricultural implements. This acquisition led to the formation of Ford-New Holland, which later bought out Versatile tractors in 1988. However, in 1991, Ford sold its tractor division to Fiat, leading to a change in branding. The tractors were renamed “New Holland” tractors, signifying a new chapter in their history.

 

From the Fordson Model F to the transition to New Holland, Ford’s contributions to the tractor industry have been significant, shaping the way farming and agriculture are conducted worldwide.

 

In 1926, Fordson introduced its first heavy-duty 2-ton truck, marking a new venture into the world of commercial vehicles. While the Ford Model T and Fordson tractors shared some similarities, this truck had distinct features that set it apart.

 

The truck featured front-end gears and suspensions reminiscent of the Model T, which was a hallmark of Ford engineering. However, the most unique aspect of this truck was its rear suspension. It employed two cantilever springs with feather-edge axles, providing a different approach to load-bearing and stability.

 

One remarkable characteristic of this 1926 Fordson truck was the placement of its engine. Unlike conventional trucks of the time, the engine was positioned under the cab and situated farther back in the chassis. This design choice gave the truck a distinctive snub-nose appearance, setting it apart from its contemporaries.

 

Interestingly, there was only one 1926 Fordson truck that was ever delivered to a customer. This rarity made it a highly sought-after collector’s item, and it was listed for sale at Mecum Auctions in 2019, attracting considerable attention from enthusiasts and historians interested in Ford’s early foray into heavy-duty trucks.