Tractor heritage, news and features

Allis well that ends well

In September 2010 I telephoned Bob to check on the progress of his latest restoration project and was pleased to learn that the work was now finished. However, it was not the French Massey Ferguson 821 that he had previously told me was the next in line, but a 1964 Allis-Chalmers ED-40!

Bob explained: “I had every intention of getting down to work on the Massey but it was in a really poor state and needed a considerable amount of work and I was in two minds as to whether I wanted to embark on such a lengthy restoration project. Then in October 2009 I saw the details of the Allis-Chalmers for sale on the internet and it looked to be a fairly sound machine. So I took the plunge and the sale was arranged.”

Essendine

Following the success of their Model B, Allis-Chalmers had opened a UK factory at Essendine in Lincolnshire and when that very successful tractor came to the end of its commercial production, new tractors were developed. However, sales of the next models the D270 and the D272 were not impressive and in 1960 the company launched the ED-40 in an attempt to regain lost ground in the UK tractor market.

The new tractor was offered only with a diesel engine version. The choice of engine was also surprising in that the company decided against using a Perkins unit, which had been fitted in previous British-built models. However, it may well have been that Massey Ferguson’s acquisition of Perkins meant that they were unwilling to supply Allis with engines. The company opted instead for an improved version of the Standard Motor Company 23C four-cylinder diesel engine. This had originally been developed for use in the Massey Ferguson 35 but the updated version now had a new cylinder head and a heater plug had been fitted to each cylinder to aid cold weather starting. The changes to the engine had been made as part of the design development for a new tractor that Standard was planning to build but in the event this machine never reached the production stage.

The tractor had a top speed of 17mph and featured an eight-speed gearbox, live hydraulics and a live PTO was available as an option.

The new ED-40 retained some elements of the successful Model B design including the high underside clearance which allowed the use of mid-mounted implements. The Standard engine was rated at 37hp although later modifications raised this to 41hp when a revised version of the tractor was introduced in 1963. This new version also featured the company’s Depthomatic control system which used the top link of the three-point hitch to allow accurate depth control for ploughing – although the system was not highly regarded by many users. Other variations introduced on the revised model also included improved gear ratios, a new battery arrangement, a pick-up hitch and there was an option to have the Allis-Chalmers PAVT (Power Adjusted Variable Track) rear wheels fitted.

Launch

With the launch of the ED-40 at the Smithfield Show in 1960, the company also introduced a new colour scheme using a brighter orange, which according to the advertising was technically known as Persian Orange Number 2 and the tractors also featured contrasting cream wheels and a cream front grille, a livery also used on the D10 and D12.

The ED-40 proved to be the last of the Allis-Chalmers tractors to be built in the UK and production finally came to an end in 1968 with just over 5500 tractors being made at the Lincolnshire works. It can hardly be regarded as an example of cutting edge technology and during its production years the model faced stiff competition from the Ford Thousand series which was proving to be very successful. Although most of the tractors built at the Essendine factory were sold for use in the UK and in Europe a number were exported to the USA.

Bob’s ED-40

Bob’s tractor, Serial Number ED3602, had come from a boatyard at Brightlingsea where it had been used for about three years and before that it had also spent quite some time on a caravan park. But at the present time the details of its early working history and original owner are unknown. If anyone has further information on this please contact via the Editor.

“Although in the pictures the Allis had looked to be in a reasonable condition,” said Bob, “in the ‘flesh’ it turned out to be in a rather sorry state and the salty air which the tractor had been exposed to had badly corroded most of the tinwork. However, I was pleased to discover that it did actually start – only just, mind you; but after I had got it going the engine ran reasonably well, it was just the starting that seemed to be the main problem.”

With the sale arrangements completed, the tractor was taken back to Bob’s workshop near Hythe in Kent and work started immediately. “With the engine running I intended to complete only a few minor repairs so that I could use the Allis on a local road run which was due to be held just after Christmas.

“In hindsight that may well have been something of a mistake. I started working on the tractor in late October 2009 and spent the next few weeks fitting a new dynamo, new lights and replacing the seat and tinkering with the engine to make sure it was running properly. So with the rusty tinwork still in place and the whole tractor looking decidedly shabby but now road legal I ventured out on the post-Christmas road run.

“This is a charity event which I organise to raise money for the Kent Air Ambulance and the Allis certainly did its best to embarrass me that day. I reached the halfway point without too much difficulty although the engine had started to misbehave which was causing some concern. Unfortunately halfway was all the distance that the Allis was prepared to go that day and the engine suddenly stopped and no amount of coaxing or threats could get it going again and in the end it had to be loaded onto the trailer and taken home in disgrace.”

The full works

Following that unfortunate preservation debut, it was clear to Bob that the full restoration could not be delayed any further. He started the restoration work in earnest in the New Year and the tractor was completely stripped down. Even the dismantling was far from straightforward as the wheels were badly corroded and the pins which held the brake shoes in had rusted solid.

“Whatever I tried I just could not free the pins; so eventually I split the back axle in half and took one half at a time to a local engineering company which had the equipment needed to remove the pins. The brake shoes had also suffered some damage and had to be patch welded before the new linings could be fitted. I was also beginning to discover how few spares and replacement parts were available for this particular model. Despite spending some considerable time searching I could find no one with any replacement tinwork, rear wings or the front grille which I would also need.”

Parts for the engine proved easier to find as the power unit is the Standard Motor Company 23C four-cylinder diesel which was fitted to the early Massey Ferguson 35 tractors, although Allis-Chalmers altered the design by fitting four heater plugs and used a larger battery to improve starting.

The engine was stripped down in January 2010 and new pistons, rings, liners and valves were fitted although the original big end bearing was found to be in good condition and could be retained. The same was not true of the injectors and injector pump which were badly worn and had to be sent away for a rather costly refurbishment.

The badly rusted wheels were too far gone to be saved and Bob arranged a trip to see his regular parts supplier, Malcolm Hipperson in Norfolk. He was able to supply a set of replacement wheels along with new tyres as well as a few of the other parts which Bob needed but even Malcolm could not help with the tinwork.

He added: “Work on the engine was proceeding nicely, the back axle was now back and the new brakes had been fitted. The chassis had been cleaned and rubbed down and the tractor was beginning to be re-assembled but there was still the problem of the damaged tinwork. There was no way the original grille could be repaired and making a new one was certainly a task beyond my capabilities. I contacted Bright Arc Engineering in Densole who agreed to make up the new tinwork and grille using the old parts as templates and they did a very good job.

“Ideally I would have preferred to fit new rear wings but as I could not find any replacements, the originals would just have to be repaired. Although they were damaged and very rusty, there was enough good metal left on each one to provide a base for the repair work. I decided that this was another task best left to the professionals and I arranged for the work on the wings to be carried out by RMR Engineering in Folkestone and they cut out the areas of rot and carefully shaped and welded in new metal patches.”

Hunt

“While that was being done I was still on the trail of some of the parts which I still needed and these included the rear linkage arms which were missing. Apparently these had been removed while the tractor was at the caravan park and had been thrown away on the scrap pile; but eventually I managed to find replacements in Liphook in Hampshire. I also fitted a new clutch and replaced the steering wheel but all the original gauges were retained having been cleaned, repaired and re-fitted.

“The chassis had been rubbed down, primed and given its final topcoats which I handpainted, but the new tins and the new wheels were professionally painted using two-pack by the Old Dairy Bodyshop in Densole.

“I had planned to have the tractor ready for the Merton Farm Show which is held in early May but that deadline was just missed and the completed Allis finally made its preservation debut at the Sellindge Steam Fair at the end of May. This is always a good show for tractors and I was really pleased that the Allis won the award for Best Tractor at the event.”

Bob concluded: “Just as the work on the ED-40 was coming to an end and while having another session on eBay, I came across what has now become the project for 2011. This is a 1965 Ford 2000 Dexta with a petrol engine which I bought from the owner in Denmark. I understand that most of the Basildon-built petrol engine Ford tractors went for export and so this particular model is not too common in the UK. It is in reasonable condition but as with any tractor restoration I am bound to run across one or two problems as the work progresses.”