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Chamberlain Tractor Info: Part 3 by Don

Part 1: click here

Part 2: click here

TAPPET ADJUSTMENT for the 55D and 55DA tractors. The valves are operated from the camshaft through cam followers, push rods and overhead rocker arms, the latter being provided with the necessary adjustment for manufacturing tolerances, wear, etc., by means of a screw and locknut. To ensure that the valves always seat correctly it is necessary to have a clearance between the valve stem and the rocker when the valves are closed and on the 55D and 55DA models this clearance should be between .016 and .020 in. when the engine is cold. A gauge of the correct thickness is supplied in the tool kit. When checking the clearance it is important that the valves are in the closed position and this may be determined as follows:— Remove both cylinder drain plugs found on the underside of the cylinder heads and place governor control lever in stop position. To remove valve rocker covers, loosen back the retaining setscrew in external rocker shaft bracket and withdraw shaft clear of cover. Remove seven sst-screws from each cover and remove cover, taking care not to destroy the gasket. Take each cylinder separately and hold a finger on the inlet (front) rocker while someone turns the engine over slowly with the crank handle. The rocker will open the valve and when the valve has returned to its sect, turn the engine about another quarter turn, when both valves of that cylinder are fully closed. Clearance may now be checked by inserting feeler gouge between vafve stem end rocker of intake and exhaust valves and between valve stem and adjusting screw of volve to starting chamber. Repeat for opposite cylinder. If adjustments must be made, use spanner and screw driver supplied in kit. After adjusting, tighten locknut firmly against rocker and finally check as described above. Extract from operators manual.

COOLING SYSTEM Kerosine models and 55DA Tractors

DESCRIPTION The cooling system functions to dissipate excessive heat and to maintain the engine at an efficient working temperature. The type of system employed is known as the thermo-syphon system, which has the advantage of allowing the engine to heat up rapidly and is free from troubles associated with the working parts of a water pump system. In order to assist in the rapid warm up and to operate over a wide range of temperature and working conditions, a set of radiator shutters controlled by the operator, is added to the system. The water temperature should be kept between 160° and 180° F. for most economical conditions, by use of the shutter control. The flow of water is accomplished by the transference of the heat of combustion to the water jackets surrounding the combustion chamber and cylinder walls. As the water absorbs this heat it rises and is carried to the radiator top tank, allowing cool water to enter the jackets from the radiator bottom tank. The hot water passes down the radiator core and the heat is extracted by means of the air blast created by the suction fan.

Fan and Pulley: The six bladed fan is attached to a pulley which is carried by two angular ball bearings. The assembly is driven by a V-type fan belt from the crankshaft. The pulley shaft is retained to the fan bracket by a large nut and the bracket is slotted to permit adjustment of the fan belt tension by an adjusting screw.

SPECIFICATION Radiator type .. Tubular core, cast iron tanks and side supports. Circulation ., ,. Thermo-syphon. Heal Regulation .. Manual controlled radiator shutter. Capacity .. .. 12 gallons. Fan type .. ..6 cast aluminium blades, 18″ dia. Fan Speed .. ..

Approx.: 2000 r.p.m. (40KF 40KA, 45K, 45KA);

2400 r.p.m. (55KAt 55DA); at 1200 Engine r.p.m. Fan Drive .. ., Vee belt from Crankshaft, Belt Adjustment ., Vertical slot in fan pulley mounting bracket.

MAINTENANCE In order that the system may function efficiently it is essential that the water and air passages be free from obstructions and periodic attention should be given to the cooling system to ensure this condition. Cleaning of the radiator air passages can be carried out effectively by means of air pressure applied to the rear of the core, or in the event of suitable equipment being available, a jet of water may be used to advantage. A grease nipple is provided behind the belt pulley and a grease gun filled with good quality chassis (or multipurpose) grease should be applied weekly. Over lubrication should be avoided, but in the event of this occurring a small spring loaded valve is fitted to the fan hub.

Note: At temperatures above freezing, the cooling system should be filled with clean, soft water plus a good commercial rust inhibitor. Hard water will form scale in the radiator, cylinder blocks and heads. These scale formations cause hot spots within the engine and clog the tubes in the radiator core, thus restricting the flow of water and causing overheating.

ADJUSTMENT The fan belt should be neither too tight nor too loose. Too tight a belt imposes undue load on the fan bearings and shortens the life of the belt. Too loose a belt allows slippage and lowers the fan speed. Adjust the belt by loosening the large clamp nut on the rear end of the fan shaft, adjust to the correct tension with the vertical adjusting screw through the shaft behind the pulley, tighten the clamp nut and recheck the tension….extract from workshop manual for tractors mentioned above ….barriosbooks sell reprints of most Chamberlain tractor manuals such as operators handbooks, workshop manuals, service manual and parts catalogues; To buy go to the OZTION auction website at look for the barriosbooks online store.

Extract from Champion 9G handbook. DRIVING THE TRACTOR: As will be obvious from the speed chart given in the specifications, the high range of gears are intended primarily for transport purposes, whilst the low range . is for implement working. Before moving off select the range with the rear gearbox lever. The gear ratio of the front gearbox may be changed with the tractor in motion in the same manner as the gears of a motor truck may be changed by double declutching. The tractor should not be put into heavy service until it has reached the normal operating temperature. When using the tractor at high speeds it is advisable to leave the hand governor control in the closed position, and to use the foot pedal. By doing this the braking effect of the engine to reduce speed may be used to best advantage. When working with an implement, set the hand lever to the required speed, and the foot pedal may be used to give extra power through any tough spots. The advantages of the “live” P.T.O. will quickly make themselves obvious when it is required to vary the tractor speed and the implements mechanism speed independently. With a little practice the operator will readily realise the saving in time and energy given by this device. ALWAYS LATCH THE FOOT PEDALS TOGETHER BEFORE TRAVELLING AT HIGH SPEED The Perkins Diesel Model “Four 270D” has direct injection, distributor type fuel injection pump, mechanical governor, diaphragm type lift pump, self-indexing starter motor, thermo-start cold starting unit and a key start. A full description and maintenance procedure is given in the accompanying Perkins literature, although the regular maintenance procedure is covered on the chart in the centre of this book. The air cleaner fitted is an oil bath type with a centrifugal pre-cleaner. These units are mounted side by side behind the engine bulkhead. There is no provision for maintenance of the pre-cleaner as this unit is self-emptying. The regularity of maintenance to the oil bath depends entirely on the conditions under which the tractor is operating. The importance of preventing this unit from becoming inefficient cannot be over-emphasised, as the economical life of the engine is largely dependent on its correct maintenance. To service the air-cleaner, release the latches on the offside of the top cowling. Raise the top cowl and allow it to be supported by its stay. Release the latch on the side cowl and slide the cowl forward and free of the locating pins. The clips retaining the air cleaner bowl are now accessible and the bowl may be released, lowered and moved sideways clear of the tractor. Clean out the oil and dirt in the bowl, refill with engine oil to the marked level and refit to the body of the air cleaner. Under some conditions once every 50 hours will be sufficient for this service but when working in very dusty conditions it may be necessary to clean the bowl every 10 hours.

BELT PULLEY: A belt pulley is mounted on the side of the P.T.O. unit, and is controlled by the P.T.O. clutch. Pulley—101 inch diameter x 7|- inch wide. Belt speed—3,100 feet per minute at 1,600 Engine R.P.M TYRES: Standard 15 inch x 28 inch rear. Standard 7.50 inch x 18 inch front. Optional 14 inch x 28 inch rear. Optional 14 inch x 28 inch duals—rear. MINIMUM CLEARANCE (Front Axle): 16 ¾ “. WHEEL BASE: 94”. MAXIMUM TORQUE: 182 ft. Ibs. at 1,000 R.P.M. DRAWBAR H.P. (MAX.): 45. RATED DRAWBAR H.P.: 33.75. DRAWBAR PULL (MAX.): 6,150 Ibs. FUEL TANK CAPACITY: 19 Imperial Gallons. FUEL CONSUMPTION: Farm Work: Light loading, ¾ gallon per hour. Heavy loading, up to 1 1/2 gallons per hour. Road Work: Approximately 18-20 miles per gallon. WEIGHT: Basic Tractor 7,125 Ibs….extract from the 9G handbook.

DRIVING THE TRACTOR With engine running and warmed up, pull clutch operating lever back to its fullest extent. Move forward and rear gear levers into correct positions to engage the required gear making sure that levers are moved the distance until the selectors are felt to click into place. If gears will not move into place, return to neutral, push clutch lever forward slightly so that gears slowly revolve. If gears grate, pull clutch lever further back and try again. When gears are engaged move governor control lever to halfway position, disengage hand brake and move clutch lever forward smoothly until the tractor picks up speed, then press the lever firmly forward until the clutch is felt to snap into full engagement…extract from the 40k workshop manual.

A Sincere Note From Us:

This blog post was written by our late founder, Don. If you would like to read more, click here.
We will add more old posts written by Don in the future as a dedication for him.

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Chamberlain Tractor Info: Part 2 by Don

Part 1: click here

Chamberlain industries service bulletins , for the period around 1963… There are 150 of these bulletins in this manual,they would be of great interest to anyone restoring etc the chamberlain tractors.

The 40K was the first Chamberlain tractor to be available in any quantity. It used Power kerosene as its fuel, you started it on petrol. The model 40KA came out in 1950 between 1952 and 1955 saw quite a few new models many were made by this time with diesel engines. 1955 brought in the famous Champion series the first being the champ 6g then the well known 9G. Most famous of these was Tail end Charley in the Redex trials. The first of the Countryman was also available after 1956 and by 1960 the Canelander and the Crusader were working on farms. There were quite a few other models produced up until John Deere took over… but that was the end of the Australian Chamberlain; those that came after 1975 were JD in disguise. Some information about the 40K tractor

Chamberlain 40K….ENGINE: Two-cylinder horizontally-opposed side valve four-stroke. Fuel: Kerosene (petrol start). Bore- 6-1/8 in. Stroke: 6-1/4 in. Gross dynometer horsepower 48.5 at 1,200 R.P.M. Bearings: Main-—heavy duty ball. Big-end—-replaceable steel backed white metal precision type, 3-3/4 in. diameter x 3 in. long. Crankshaft: Fully counter-weighted, drilled for full-force feed lubrication to big-end bearings. Connecting Rods: High tensile alloy steel, drop forgings., drilled for full pressure lubrication to gudgeon pins. Cylinders: Special nickel alloy cast-iron, fitted with hardened valve seat inserts: valve guides are special cast-iron. Lubrication: By submerged type gear pump of large capacity, delivering oil through drilled passages to crankshaft. . A spring loaded by-pass valve is provided set to 45 lb. per square inch. An easily removable strainer is provided For the suction line of the pump. A heavy duty tractor type oil filter with replaceable cartridges is provided.

Electrical: Twelve volt starting- and lighting system. Ignition: High tension magneto with delayed-impuJse coupling. Cooling: Thermo syphon system using large diameter header pipes of ample height for efficient circulation. Radiator of heavy duty tubular type with cast iron top and bottom tanks. Ample cooling capacity is provided and is controlled by radiator shutters, operated from the driving seat. A water heat indicator is provided on the instrument panel. Fuel Tank Capacity: 23 Imperial gallons. Petrol Tank Capacity: 3.5 Imperial gallons. CLUTCH: Over-centre type, driving plate is carried by involute splines in fly-wheel ring gear. A ball-bearing clutch release collar is provided. Clutch operation is by conveniently placed hand lever, which also permits operation from behind tractor platform to facilitate coupling up of Implements…. Extract from the 40k handbook.

OPERATING INSTRUCTIONS BEFORE STARTING THE NEW TRACTOR. The new owner should make himself thoroughly conversant with all controls. Study the diagram and the tractor itself until you are thoroughly conversant with the action of each of them. Lubricate entire tractor, using the Lubrication Chart of this book as a guide. Check oil in air cleaner. Check level of engine oil. Remove dipstick, wipe clean and replace, then remove again to obtain correct level. This must be done with the tractor reasonably level and the engine stopped. If oil is below the LOW mark it is dangerous to start the engine, and oil of the proper grade must be added to raise the level to HIGH. Check level of oil in gear box by removing large plug in rear cover (in front of rear platform). Oil should be within half an inch of lower edge of hole. Replace plug. Be sure that both fuel taps are off. Add sufficient fuel to both tanks. The kerosine tank is the one nearer the front of the tractor, the petrol tank is the one nearer the driver. Check tyre pressures. Remove radiator cap and fill radiator with water. To remove cap, screw to left several turns until a check is felt, lift cap and move sideways a little to clear one end of clamp bar. The whole cap may then be lifted off. Use only clean water in radiator—rain water is best Never use dirty or muddy water, the sediment will settle out and may ultimately block the tubes and cause overheating. TO START ENGINE Place one or both gear levers in neutral position and pull hand brake on. Disengage clutch by pulling lever right back. Close radiator shutter. ‘Open drain cock on carburettor bowl and let a few drops of fuel run on to your hand. Ascertain by the smell of this that the engine has been stopped on petrol and not kerosine. If kerosine s in the carburettor, starting may be difficult and the carburettor must be completely drained. Place manifold heat control in No. 1 (Hot) position. Turn on petrol tap about two turns. Both fuel taps must never be turned on together as this would allow kerosine to flow into the petrol tank :- vice versa, whichever is at the higher level. Lift governor control lever about 1 !/2 ” up from bottom of quadrant. Pull choke control out, press ignition switch down and the controls are set ready to start the engine. If the starter button is pulled out the engine should start at once. If engine does not start at once, push choke control halfway in and try again. Do not continue to crank engine with choke right out. If engine fails to start after several tries, consult list of possible causes Push choke button in as soon as engine fires or the engine may become over choked and be hard to restart. If this happens, press choke knob right in and pull out starter again. In cold weather it may be necessary to leave choke control out slightly from the full open position for a minute or two. Press the choke button right in as soon as the engine will run smoothly that way. Check oil pressure and generator charge readings. As soon as the thermometer needle moves past 100°. the tractor may be put into use, but should not be changed over to kerosine operation until 160° is reached. To change to kerosine, screw the petrol tap to the right as far as it will go and open the kerosine tap about two turns. The radiator shutter control should now be slightly opened. When the tractor is working, this shutter control is used to keep the water temperature between 160° and 180° for most economical operation. The correct adjustment of manifold heat control and carburettor must also be found for best economy. See Fuel System. The engine should never be run at slow idle on kerosine, and should not be switched off with kerosine in the carburettor unless it is to be started again almost immediately. Before stopping the engine it is good practice to change over to petrol (shutting off kerosine tap before turning on petrol) and running engine with governor lever half way up for at least three minutes before switching off. This clears kerosine out of pipe line and carburettor bowl and will help to ensure easy starting. It is good practice to see that both taps are turned off before leaving tractor.

DRIVING THE TRACTOR With engine running and warmed up, pull clutch operating lever back to its fullest extent. Move forward and rear gear levers into correct positions to engage the required gear making sure that levers are moved the distance until the selectors are felt to click into place. If gears will not move into place, return to neutral, push clutch lever forward slightly so that gears slowly revolve. If gears grate, pull clutch lever further back and try again. When gears are engaged move governor control lever to halfway position, disengage hand brake and move clutch lever forward smoothly until the tractor picks up speed, then press the lever firmly forward until the clutch is felt to snap into full engagement…extract from the 40k workshop manual.

[continued: It will be posted on September 27, 2021 at 9:33am]

A Sincere Note From Us:

This blog post was written by our late founder, Don. If you would like to read more, click here.
We will add more old posts written by Don in the future as a dedication for him.

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Chamberlain Tractor Info: Part 1 by Don

Have you ever wondered just how many different models there were of the famous “Chamberlain” tractor? Well I did some research and have come up with the first being put into production in 1949, it was the 40K…. 1950 came the 40KA …In 1952 came the 60DA …which at the time was the most powerful tractor in its class in Australia. 1954 saw the production and sales of the 45KA… the 55KA the 55DA and the Super 70.90. …

1955 heralded the famous Champion series. “Tail end Charlie” being one of the first off the production line… going down in history as a part of the “Redex” trials along with “Gelignite Jack”. 1957 saw the introduction of industrial tractors, many were put to use as the power plants for front end loaders and backhoes. 1958 saw the introduction of the 9G Champion it had 9 speeds whereas the earlier Champion had 6 speeds. Hence the “9”. … The Countryman mk1 also appeared in this year; along with the industrial tractors the “Chieftain” and the “Commander” The Canelander and the Crusader was on sale by 1959. … 1960 saw the Countryman Mk11. and the Mark111 was produced in 1961 … The Champion 306 came out in this year as did the Countryman 6 and the Countryman 345 … The Champion 236 came out with 3 point linkage in 1970. The C456, the Champion C670L and the Countryman C6100 were in production until 1975 …

This was really the end of the REAL Chamberlain tractors…. Many engines were used over the years 1948-1975 amongst those that were not Chamberlains own engines, the company used products mainly from Perkins…but GM diesels were used as was the Meadows… Many Hybrids existed that had other engine…We have about 12 different manuals/books for the early Chamberlain tractors…. a follow up blog on Chamberlain…The sad saga of Australias own tractor. Bob Chamberlain a tractor mechanic , designed a tractor and built a prototype tractor . It became the basis of the 40K model tractor… Australia`s tractor… The first Chamberlain tractor produced was the model 40k which had a 40 horsepower (30 kW) twin-cylinder, horizontally opposed engine. Running on kerosene.year 1949. The 45K and the 45KA were just bigger Hp then the 40K but still running on kerosene. Then around 1955 Chamberlain brought out the last of the Chamberlain engine powered … the 55DA …based on the Kerosene engines, it was not a success due mainly to the engine parts not suited to run under the stresses of diesel. From then on all Chamberlain tractors up to 1970 used Perkins engines , a few exception like the super 90 had a GM 2 stroke diesel engine , the super 70 had a Meadows amongst others. But the rest of the many tractor models from 1956 until 1970 used Perkins engines. JD took over in 1970… this company messed about with the Chamberlain tractor and the Chamberlain name. and produced the C6100 and the c670 which in real were just updated 306 and 354 tractors.. Then then used their own tractors repainted yellow and passed them off as Chamberlain tractors … the 3380 the 4080 the 4280 and 4480… Then JD dropped the yellow colour and used their own green on the 4490 etc… then dumped the name Chamberlain completely.. I might be biased! But why in the world we let a greedy company like John Deere to come in and set out to destroy what was a viable tractor manufacturer … I will never know.

Worth noting for owners etc of the last of the Chamberlain badged tractors such as from the 3380-4080-4280-4480-into the 4290 etc these tractors are rebadged JD tractors and most if not all used the same engines therefor as example a 4290 has the same engine as a 4280 the … as for the rest of the tractor whereas some used a turbo engine others had the engine without the turbo… if a wsm is not available for your particular tractor you could use a wsm of a diferant series and find it very useful when doing repairs etc… Another bit of information… the last of the Chamberlain tractors that had Perkins engines as the Chamberlain C670 and the Chamberlain C6100 are really just rebadged Chamberlain 306 and the Chamberlain 354 and some of the Countryman tractors….so if you want to work on these 2 the C670/C6100 use the wsm for the 306 or the 354…

WORTH NOTING we have a workshop manual just on these engines as fitted to these tractors …

Chamberlain 3380 3380B Tractor with John Deere JD 4-239D Engine

Chamberlain 4080 4080B Tractor with John Deere JD 6-329D Engine

Chamberlain 4090 Tractor with John Deere JD 6-359D Engine

Chamberlain 4280 4280B Tractor with John Deere JD 6-359D Engine

Chamberlain 4290 Tractor with John Deere JD 6-359T Engine

Chamberlain 4480 4480B Tractor with John Deere JD 6-359T Engine

Chamberlain 4490 4690 Tractor with John Deere JD 6-466T Engine

Chamberlain Champion 239 Tractor with John Deere JD 4-239D Engine

Chamberlain Mk4 Industrial Loader Tractor with John Deere JD 4-239D Engine

[continued: It will be posted on September 15, 2021 at 9:29am]

A Sincere Note From Us:

This blog post was written by our late founder, Don. If you would like to read more, click here.
We will add more old posts written by Don in the future as a dedication for him.

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Search engines by Don


Hi folks … Have noticed for a long time how Google search engine , has become pretty useless when it comes to showing pages associated with tractor and the like manuals.
As example a customer quite recently was looking for a manual online for the Iseki TA 550 tractor… Google showed no result on their first 3 pages…Whereas Bing, DuckDuckgo,and even Yahoo search engine has reference on their first page😏…Google seems to love pdf files that lead you nowhere. So I suggest when you are searching for practically anything try the alternates to Google

A Sincere Note From Us:

This blog post was written by our late founder, Don. If you would like to read more, click here.
We will add more old posts written by Don in the future as a dedication for him.

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JD WSM by Don


Some tractor manuals are huge… like this JD one….

JD 7630-7730-7830-7930 technical wsm

jd 7630-7730-7830-7930 wsm this manual is called the operations and testing technical manaual … over 5000 pages and is 120mb in size sent as 4 files …

contents Section 210—GENERAL Group 05—Safety Group 15—General References Section 211—DIAGNOSTIC TROUBLE CODES Group ACU—ACU Code Diagnostics Group ASU—ASU Code Diagnostics Group ATC—ATC Code Diagnostics Group BRC—BRC Code Diagnostics Group CAB—CAB Code Diagnostics Group CCU—CCU Code Diagnostics Group CLC—CLC Code Diagnostics Group ECU—ECU Code Diagnostics Group HCU—HCU Code Diagnostics Group ICU—ICU Code Diagnostics Group PTF—PTF Code Diagnostics Group PTI—PTI Code Diagnostics Group PTQ—PTQ Code Diagnostics Group SCO—SCo Code Diagnostics Group SCU—SCU Code Diagnostics Group SFA—SFA Code Diagnostics Group SSU—SSU Code Diagnostics Group SUP—SUP Code Diagnostics Group TEC—TEC Code Diagnostics Group VLC—VLC Code Diagnostics Section 212—OBSERVABLE SYMPTOMS Group ACU—ACU Group ASU—ASU Group ATC—ATC Group BRC—BRC Group CAB—CAB Group CCU—CCU Group CLC—CLC Group ECU—ECU Group HCU—HCU Group ICU—ICU Group PTF—PTF Group PTI—PTI Group PTQ—PTQ Group SCO—SCO Group SCU—SCU Group SFA—SFA Group SUP—SUP Group SSU—SSU Group TEC—TEC Group VLC—VLC Group 40—Electrical System Group 51—AutoPowr™ / IVT™ Transmissions Group 55—PowrQuad PLUS™ and AutoQuad PLUS™ Transmissions Group 56—Drive Systems Group 60—Steering and Brakes Group 70—Hydraulics Group 90—Operator Station Section 213—SYSTEM DIAGNOSIS Group 40—Electrical System Diagnosis Group 45—CAN System Diagnosis Group 51—AutoPowr / IVT™ TRANSMISSION Group 55—PowrQuad PLUS™ and AutoQuad PLUS™ Transmissions Group 56—Drive Systems Group 60—Steering and Brakes Group 70—Hydraulic System Group 90—Operator Station Section 220—ENGINES Group 05—Engine Performance Group 10—Engine Cooling System Section 230—FUEL AND AIR INTAKE SYSTEMS Group 05—Engine Fuel System Group 10—Engine Air Intake and Exhaust System Section 240—ELECTRICAL Group 05—Load Center Fuses, Relays & Ground Points Group 10—Operational Checks Group 15—Tests and Adjustments Group 25—Functional Schematics and Components Reference List Group 30—Connector Information Group 35—Harness Information Group SE01—SE01 — Power Supply, Starting, & Charging Group SE02—SE02 — Manual Seat Group SE03—SE03 — Manual AC & Automatic Temperature Control (ATC) Group SE04—SE04 — Remote Mirror Option Group SE05—SE05 — Radio, Dome Lamp, & Steering Column Module Group SE06—SE06 – Implement Gateway Control Unit (CLC and TEC)

…. Group SE06A—SE06A — CLC Control Unit and TEC Control Unit Group SE06B—SE06B — CLC – North American Lighting Group SE06C—SE06C — CLC – European Lighting Group SE07—SE07 — Accessory Connectors Group SE08—SE08 — Controller Area Network (CAN) Termination Group SE09—SE09 — Corner Post Display, ICU, SUP Group SE10—SE10 — Cab Controller (CAB, ASU, & ACU/HCU [AQ+/PQ+ Only]) Group SE10A—SE10A — CAB Control Unit Common Functions Group SE10B—SE10B — CAB – AutoPowr™/IVT™ and PowrQuad PLUS™/AutoQuad PLUS™ Functions Group SE10C—SE10C — CAB – Functions of ACU (AQ+/PQ+ Only) Group SE10D—SE10D — CAB – Rear Hitch Control Unit (HCU) Functions (PowrQuad PLUS/AutoQuad PLUS Only) Group SE10E—SE10E — CAB – ActiveSeat™ Control Unit (ASU) Functions Group SE11—SE 11 – Vehicle Control Unit (CCU, VLC, PTI/PTQ) Group SE11A—SE11A — PTI/PTQ – Chassis Control Unit (CCU) Functions Group SE11B—SE11B — PTI/PTQ – Vehicle Load Center (VLC) Control Unit Functions Group SE11C—SE11C — PTI Group SE11D—SE11D — Power Train AutoQuad PLUS™/PowrQuad PLUS™ Control Unit (PTQ) Group SE13—SE13 — ACU Group SE14—SE14 – Deluxe Hydraulic Control Unit (HCU, SCU, SFA, BRC) Group SE14A—SE14A — HCU Group SE14B—SE14B — SCU Group SE14C—SE14C — SFA Group SE14D—SE14D — Brake System Control Unit (BRC) Group SE15—SE15 — SCO Group SE16—SE16 — Engine Control Unit (ECU) Level 14 Group SE17—SE17 — JDLink™ Group SE18—SE18 — GreenStar™ Display, Receiver, & Processor Group SE19—SE19 — Power Take-Off Front Control Unit (PTF) Group SE20—SE20 — SSU Section 245—CONTROL UNITS Group 05—General References Group ACU—ACU Group ASU—ASU Group ATC—ATC Group BRC—BRC Group CAB—CAB Group CCU—CCU Group CLC—CLC Group ECU—ECU Group HCU—HCU Group ICU—ICU Group PTF—PTF Group PTI—PTI Group PTQ—PTQ Group SCO—SCO Group SCU—SCU Group SFA—SFA Group SSU—SSU Group SUP—SUP Group TEC—TEC Group VLC—VLC Section 251—AutoPowr™ / IVT™ TRANSMISSION Group 05—AutoPowr™ / IVT™ Transmission Section 255—PowrQuad PLUS™ AND AutoQuad PLUS™ TRANSMISSION Group 05—PowrQuad PLUS™ and AutoQuad PLUS™ Transmission Section 256—Drive Systems Group 05—Axles and Differential Lock Group 10—MFWD Group 15—PTO Group 20—Suspended Front Axle Section 260—STEERING AND BRAKES Group 05—Brakes Group 10—Steering Section 270—HYDRAULICS Group 05—Main Hydraulics Section 290—OPERATOR STATION Group 05—Air Conditioning Group 10—Seat Section 299—SERVICE TOOLS Group 05—Dealer Fabricated Tools Group 10—Service Tools and Kits

Note this manual is only available as a download pdf … comes in 4 separate files that you need to join if you want to… total size is 120mb …

A Sincere Note From Us:

This blog post was written by our late founder, Don. If you would like to read more, click here.
We will add more old posts written by Don in the future as a dedication for him.

Posted on

Bolens QS, QT & 1900 Manual: A Snippet

OS, QT & 1900 SERIES TRACTORS Page 2-2 REV. 4/83


Lights not operating

Attachment drive inoperative (Attach- ment drive light works). (QT-1666& 1966 series only)

Attachment drive inoperative (Attachment light Inoper- ative). (QT-1666 & ‘ 1966 series only)

Engine kills when Attachment drive switch in fumed on


1. Bulbs burned out.

2. Loose or poorly connected white wires or poor black ground wire.

3. Bad light switch.

1. Broken or loose wires

2. Inoperative electric clutch.

1. Inoperative Attachment drive switch.

2. Broken red wire between Attachment drive switch and key switch.

1. No operator in seat.

2. Seat switch Is not adjusted properly.


1. Replace.

2. Install properly and tighten.

3. Check.

1. Check purple wire between PTO switch and electric clutch.

2. Replace.

1. Check and replace of necessary. Refer to Attachment switch test.

2. Check and replace of necessary.

1. Seat switch must be anti-voted either by operator in seat or the interlock switch button pulled up.

2. Adjust so switch is engaged when operator is seated.

Bolens Manual

click HERE for more

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German bulldog tractors by Don


  Hi this page will give you some idea of the differences between the German Bulldog tractors that ran on what back then was called diesel fuel a sort of heavy diesel as we no today, whereas the British field Marshall tractors ran on distillate which is the diesel we no these days, both manuals are available from tractor manuals downunder …
Field Marshall
Before starting each day, check the lubricating oil level and fill fuel tank. Add water to the radiator if necessary. Also pay attention to the necessary greasing (see Figs. 53 and 54). Some users prefer to fill the fuel tank after the day’s run. This tends to reduce the amount of condensation. Declutch the engine by pushing forward the hand clutch control lever (Fig. 12). Immediately the engine starts re-engage the clutch.
Having checked that the gear change lever is in neutral and that everything else is in order, remove ignition paper holder (Fig. i) and turn the engine slowly round two or three times with the fuel lever (Fig. 2) in a position two-thirds open, i.e. towards the driver.
It should be possible to hear the slight’ purr’ of injection taking place as engine is turned over by hand. If starting by hand, see that valve on cylinder head is in the hand start position (Fig. 7.).
Set the decompression gear by taking hold of the lever (Fig. 3) so that the valve in cylinder head is open and at the same time pull outwards so that the roller is engaged on the thread on the flywheel rim nearest the operator. Having set the decompression gear, roll a piece of ignition paper (a quantity of which is supplied with the tools) into a tight, neat roll and insert in holder. Light and blow on it to make it glow, and carefully replace holder with burning ignition paper in the cylinder head, seeing that it is screwed tightly home. Give holder handle a slight tap with spanner to ensure seating, otherwise leakage of gas past the holder will carbon up the stem, make it difficult to remove and cause loss of power.
The tractor should now be turned over smartly by means of the starting handle in an anticlockwise
direction. When the decompression roller leaves the flywheel thread after about four revolutions, the decompression valve in the cylinder head will close, and the engine should fire.
If starting is not successful at the first attempt, the decompression gear should be re-set, a fresh ignition paper inserted, and the operation repeated. Remove starting handle immediately the engine fires by withdrawing outwards. Sometimes when starting, the engine accelerates to full speed, then stops firing and slows up. It can be usually prevented from stopping by pulling the compression release cable and holding the valve open for a few revolutions of the engine. On releasing the cable, the engine will start firing again.
After the tractor has started, allow engine to run up to speed, and then close down the fuel control lever to half-speed.
Allow the engine to run for a minute or so at half-speed in order to warm up, and the tractor is then ready for work. If possible avoid heavy pulls until the tractor is thoroughly warm. Should the engine be stiff when starting after a period of idleness, or during cold weather, starting will be assisted by decompressing the engine and turning round several times with the’ fuel control lever fully open, but without ignition paper holder inserted.

Lanz Bulldog
During first 100 hours of operation do not permit engine to run at full load (only —j or 3/4 load).
After first 100 hours of operation drain oil from crank case {Mq. 12) and from lubricating oil tank (No. 11), and also clean oil filter (No. 58). Once a week clean perforated cylinder jn exhaust upper pari (No. 70). After every 300 hours of operation drain oil from lubricating /oil tank (No. 11),
clean oil filter (No. 58), as well as the strainer in the crankcase base plate
(No. 61), and the exhaust (No. 70). After every 1000 hours of operation clean inside of
engine (No. 72—75). After every 1500 hours of operation clean the gears (No. ;8Q)
and the Bosch
lubricator (No. 60).
** Before Beginning To Work;
1 Fill up lubricating and fuel tanks(No. 17)/and check water.
2. if tractor has been idle for several days, prime lubricating oil (No. 10).
3. Check to see that air cleaner is clean, and if necessary, clean it; if it is dry, moisten it with oil (No. 23).
4. Lubricate the parts of the Bulldog listed under No. 15. P 5; Adjust atomizer correctly (No. 19).
Starting Engine
with electric starting with ignition (for starting with blow lamp see No. .-31); Open petrol stop valve of petrol tank (No. 18).
2. Open petrol stop valve on dashboard (No. 18). (Gas-oil stop valve remains closed.)
3. Set fuel lever for medium load (No. 34).
4. Remove right-hand cover guard,
5. Turn on ignition (No. 25).
A barriosbooksales reprint
6. Prime petrol (3—5 strokes) (No. 20).
7. start engine with starting wheel (No. 30 g).
8. Open gas-oil stop valve (No. 18).
9. After 3—5 minutes running time: turn off ignition, close petrol stop valve on dashboard (no. 33).
While Working:
1. From time to time check oil supply in lubricating oil tank (No. 8).
2. Adjust fuel lever properly (No. 34).
3. Never overload engine for any length of time.
Shutting Down:
1. Open petrol stop valve on dashboard (No. 18).
2. Close gas-oil stop valve (No. 18).
3. Turnon ignition,
let engine run for one minute,
4. Set fuel lever all the way back (No. 34).
5. Close petrol stop valves (No. 18).
6. Turn off ignition.
After Shutting Down:
1. Pour a few drops of petroleum into cylinder through filler petcock (No. 35).
2. Clean air cleaner (No. 23).
3. If frost is forecast, drain radiator completely (No. 3).
4. Subject exhaust to an early and thorough cleaning (No. 70).
5. From time to time inspect the cylinder head for scale in the cooling water compartments (No. 54).

A Sincere Note From Us:

This blog post was written by our late founder, Don. If you would like to read more, click here.
We will add more old posts written by Don in the future as a dedication for him.

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Bedford Diesel engine wsm: A Snippet

!n many cases, a mechanic is justified in replacing
parts with new materiai rather than attempting repair.
However, there are times where a slight amount of
reworking or reconditioning may save a customer
considerable added expense. Crankshafts, valves and
other parts are in this category. For example, if a
cylinder is only slightly worn and within usable limits, a
honing operation to remove the glaze may make it
suitable for reuse with a standard size piston and new
piston rings, thereby saving the expense of new parts.
Various factors such as type of operation of the
unit, hours in service and next overhaul period must be
considered when determining whether new parts are
installed or used parts are reconditioned to provide
trouble-free operation.
For convenience and logical order in disassembly,
the various subassemblies and other related parts
mounted on the cylinder block will be treated as
separate items in the various sections of the manual.

Before any major disassembly, the engine must be
drained of lubricating oil. Water and fuel, On engines
cooled by a heat exchanger the fresh water system and
raw water system must both be drained. Lubricating oil
should be drained from any power transmission
attached to the engine.
To perform a major overhaul or other extensive
repairs, the complete engine assembly, after removal
from the engine base and driven mechanism, should be
mounted on an engine overhaul stand; then the various
subassemblies should be removed from the unit. When
only a few items need replacement, it is not always
necessary to mount the engine on an overhaul stand.
Parts removed from an individual engine should
be kept together so they will be available for inspection
and assembly. Those items having machined faces,
which might be easily damaged by steel or concrete,
should be stored on suitable wooden racks or blocks or
a parts dolly.

The cleaning procedure used for all ordinary cast
iron parts is outlined under “Clean Cylinder Block” in
Section 1.1, while any special cleaning procedure will
be mentioned in the text wherever required.

Steam C leaning
A Steam cleaner is a necessary item in a large
shop and is most useful for removing heavy
accumulations of grease and dirt from the exterior of
the engine and its subassemblies.

Solvent Tank Cleaning
A tank of sufficient size to contain the largest part
which will require cleaning (usually the cylinder block)
must be provided and provisions made for heating the
cleaning solution to 180 degs. F.
This tank is filled with a commercial heavy-duty
solvent which is heated to the above temperature.
Large parts are lowered directly into the tank with a
hoist; smalt parts are placed in a wire mesh basket and
lowered into the lank. The parts are immersed in the
cleaning tank long enough to loosen all grease and dirt.
When lowering components into the tank mantlla
rope slings should not be used as the chemicals used in
degreasing tank will rot the rope enuring a possibility
that units could be dropped, it is advised that wire rope
slings are used.
WARNING: Caustic based solvents should not be
used for parts containing Aluminium. Check before

Rinsing Bath
Another tank of similar size containing hot water
should be provided for rinsing the parts.

Before removal of subassemblies from the engine
(but after removal of the electrical equipment) the
exterior of the engine should be thoroughly cleaned,
ensure that exhaust and air intake are suitably sealed, if
steam cleaning is used. Then after each subassembly is
removed and disassembled, the individual parts should
be cleaned.
Thorough cleaning of each part is absolutely
necessary before a part can be satisfactorily inspected.
Below are listed various items of equipment needed for
general cleaning.

Parts may be dried with compressed air. The heat
from the hot tanks will quite frequently complete the
drying of parts without the use of air.

Rust Inhibiting
If parts are not to be used immediately after
cleaning, they should be dipped in suitable inhibiting
compound. Remove the rust proofing compound
before instaiing the part in an engine.

Bedford Manuals

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Fordson by Don


After the well known Fordson kero tractor,with its sibling powered by the P6 Perkins engine came the NEW Fordson powered by its own Ford engine …engine titted in the New Fordson Major Tractor has a bore diameter of 100 mm, and a stroke of 115 mm.
Overhead valves are employed operated by push rods from a gear driven camshaft located in the right-hand side of the cylinder block. The compression ratio is 16 to 1.
The valves are fitted vertically in the cylinder head, the inlet valve head being larger than the exhaust. The valve guides are replaceable.
Aluminium alloy pistons are employed with a combustion chamber machined in the crowns and have three compression rings and one oil ring above the piston pm and one oil control ring below the piston pm. The piston pins are fully floating and are retained in position by two circlips.
Detachable wet cylinder liners are fitted, flange-mounted in the top face of the cylinder block and retained in position by the cylinder head.
The crankshaft is supported in five large diameter mam bearings. These bearings and the connecting rod big end bearings are of the detachable steel-backed lead-bronze type. Crankshaft end-float is controlled by detachable thrust washers fitted at each side of the centre main bearing.
An enclosed camshaft type fuel injection pump is driven from the rear end of the auxiliary drive shaft and feeds multi-holed type injectors located at an angle in the top of the cylinder head.
The engine speed is controlled by a pneumatic governor mounted on the fuel injection pump. An excess fuel device is fitted to assist cold starting.
On current engines rotator type exhaust valves are fitted. A cap located over the end of the valve stem transmits pressure from the rocker lever to the spring retainer and valve spring. This anion allows the valve to remain free throughout its operating cycle.
A decompressor, operating on all valves, was fitted to early type engines. On current engines this is optional equipment.

A Sincere Note From Us:

This blog post was written by our late founder, Don. If you would like to read more, click here.
We will add more old posts written by Don in the future as a dedication for him.