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TAS Country : March 10th 2011
z design details delight BEFORE: 1935 brought the arrival of 35/50 horsepower model F3M-317 fitted with protective canopies, road gearing and compressed air auxiliary brakes. MINT: 1939 McCormick Deering WD40 diesel, and, below, the MTZ220 diesel built until 1934. AFTER: A beautifully restored F3M-317 through compression and start. As soon as the engine fired the control lever was released and the air valve on the tank closed. Recharging the tank for the next start was easily accomplished by opening another valve on the tank and then another in the cylinder head on cylinder three which now acted as an air compressor for the tank before shutting the engine down for the day. It was a fairly simple system but needed careful maintenance of the valves to ensure proper seating to prevent leaks which would no doubt affect starting performance. Cooling was effected by a tube/fin radiator with a belt driven centrifugal water pump on the engine block, cooling draught through the radiator was handled by a three bladed fan driven from the nose of the pump. Deutz used a twin plate dry type clutch supplied byF&Stohandle the power of the big three cylinder engine; this was operated by foot pedal on the left side of the driver's platform. Rather than use a cast transmission housing like most other manufacturers, Deutz fabricated their transmission housing for the 50 horsepower F3M-317 from welded steel plate that was flange bolted to the engine to form a strong rigid unit. The transmission held 13 litres of oil and was supplied in either three forward or five forward speeds depending on requirements. Generally, road express models and rubber tyred farm models were supplied with five forward speeds while steel wheeled variants were always three forward speed models. Like the transmission, the final drive housing was also a fabricated item from welded steel plate. Axle shafts turned on heavy roller bearings carried in flanged tube housings bolted to the final drive with separate hubs to carry the rear wheels. These hubs were fitted on splines to the rear axles and held in place by large nuts on the axle ends -- they carried the rear wheels on 10 studs each side for strength. Another 13 litres of oil kept the final drive bevel gears lubricated and each tractor came standard with a rear power take off shaft that turned at 540rpm as well as a belt pulley driven by bevel gear from the transmission on the righthand side of the tractor. Braking was fairly rudimentary in farm models with an expanding shoe type brake working in a drum on the transmission high speed shaft that was cable operated from the hand brake lever. Five speed models in both farm and road variants had wheel brakes fitted along with the hand operated brake and could be operated independently for turns or simultaneously for stopping from higher speeds. The wheel brakes were internal expanding shoe type and were worked by cables from the foot pedals; adjusted properly these brakes were effective and gave a much higher safety margin. Wheel equipment on rubber tyred models specified 20 inch diameter for the front and 28 inch diameter on the rear although there was the odd exception to the rule, especially on farm models which were known to have been supplied on 26 inch rears in certain markets. Steel wheel models were equipped with bolt on skid rings on the front wheels to aid steering while the rear wheels could be had with a variety of different style grips or ''lugs'' depending on the soil conditions being worked. Whatever the style of rear wheel lugs used, they all had one thing in common; they were an absolute nightmare to remove due to rusted fixing bolts which were guaranteed to skin the knuckles of even the most cautious farmer when the spanner slipped or the bolts broke. To be continued Friday, March 11, 2011 Tasmanian Country 23 TRACTOR TRAGIC
March 3rd 2011
March 17th 2011