Early vs Late Farmall 706

The Farmall 706 and 806 tractors debuted in the summer of 1963. Both were badly needed touchdowns after several unexpected years of John Deere dominating the game. The 806 debuted with the new D361 engine but the 706 used an updated version of the D282 six-cylinder engine which had debuted in the late ‘50s and powered several IH tractors, including the somewhat notorious ‘58-63 560.

Thomas Geise’s 1963 Farmall 706 is a narrow front model and shows the 706 lines in the early days. Comparing it with the later unit nearby, you can see some detailed differences, such as the clamshell rear fenders. Also different is the “Farmall” badge.

The big news of the 706 was not the engine but the rest of the tractor, particularly the final drive. The new transmission had a four-speed main box, with a two-speed range box. It featured an optional hydraulic TA (Torque Amplifier) that could split each gear, instantly and with no clutching. The 06 tractors also featured a centralized, three-pump hydraulic system of greater capacity than ever before offered. Not only did it power remotes for hydraulic implements, but it also operated an integral hydrostatic power steering system, and hydraulic power brakes and had juice left over for the new hydraulic TA and a hydraulically actuated PTO. Yeah, the 706 was the tractor the 560 should have been.

Robert Keener’s 1967 Neuss-powered 706 illustrates the 2nd Generation tractor. The second generation 706 emerged on November 1, 1966, at serial number 37237. Generally speaking, “Second Generation” is indicated by the addition of the D310 Neuss engine. Approximately 9,410 Neuss-powered 706 Farmalls were built. Keener’s is a relatively early 706. It’s a wide front model which had proven to be more popular over time than the narrow front. The rear fenders are the flattop type that was called the “Deluxe” fender. They debuted on 1206 in ‘65 but became optional starting around 1966 and became very popular.

The 706 was a big tractor in its class, with a high seating position placed forward of the rear axle for an improved ride. The plush (by tractor standards) seat was adjustable and featured a suspension system. It could be ordered with dual 540 and 1000 rpm PTOs. It came optional with Front Wheel Assist, using a Coleman axle. A cab was also optional, which was later available with air conditioning. With its bigger 806 brother, the 706 was definitely the shape of IH things to come and launched the company into a very successful decade.

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The D282 dated back to July 1958 and appeared in the 560 tractors. The D282 engine was an adaptation of the successful Black Diamond series gas six architecture. History has judged it a successful engine, but just barely. It was part of a family of six-cylinder engines that were built in three displacements, 236 (short stroke) and 282 cubic inches with dry sleeves and 301 cubic inches as a parent bore, both long stroke. With only four main hearings and fewer head bolts than it probably should have had, D282 had a reputation for not being durable in hard use and needed to be babied a little. It was fuel efficient but limited in power. There were four cylinders that used the same architecture and a short stroke parent bore variant that didn’t make production. Though they never put the D282 in trucks, its parent-bore D301 was used in trucks and made 112 horses at 3000 rpm.

The Farmall 706 was offered with either narrow or wide adjustable front axles and being a row-crop tractor, an adjustable rear track width. At the working end were a new 3-point lift and dual range PTOs. Of course, gas and propane-powered variants were sold but the vast majority were diesels. A fixed track, wide front International (Farmall being the row crop tractor designation) version was built for utility, industrial, or wheatland use but they were only about 20 percent of the total 706 productions.

1st Generation: New Tractor, Carryover Engine

The 706 was powered by an updated version of the D282 diesel that had debuted in the ’58 560 models. It was a 282 cubic inch, naturally aspirated, indirect injected, dry-sleeved, four-main bearing six-cylinder engine that featured glow plugs for cold starts. It had picked up more than 10 PTO hp from 61 to 72 PTO horsepower in the translation from the 560 to the 706, mainly by tuning the pump and raising the peak power rpm from 1800 to 2300. At that output, the final drive was essentially bulletproof.

The D310 was everything the D282 wanted to be but wasn’t. It had a stout 7-main bottom end, wet sleeves, and direct injection. It made about 4 more rated horsepower than the tractor but unlike the D282, it was not frail and could be used to its full potential. For most who have driven both versions of the 706 state, there is a bigger difference in apparent grunt than the number on paper would indicate. The D310 in the 706 was rated at 76 PTO horsepower at 2300 rpm but when used as a truck powerplant, as it was in Europe and Australia, it could deliver 92-95 horses at 3000 rpm. Unlike the D282, the D310 did not have glow plugs. The early D310s had a low 15.9:1 compression ratio and have the reputation of being poor cold-starters. It did have an etherizer, a device that allowed the operator to add a squirt of ether from the comfort of his seat. The Bosch VA pump also had an enrichment device but if you lived in a cold climate, you were using that block heater for reliable starting. Strangely, the D282 with glow plugs has the same cold-start bad rap.

2nd Generation: Old Tractor, New Engine

There were many small changes to the 706 in its lifetime, but only one really big one. For the 706’s last year, the aging D282 was replaced by the German-built direct-injected D310 (309.6ci), which made a few more ponies than the D282 and was more fuel efficient. Built by the German IH subsidiary, Neuss, the D310 emerged from the Neuss-on-Rhine factory starting about 1965. The Neuss factory had been owned by International Harvester since 1908 but didn’t start building tractors until 1936. After being destroyed in World War II, the factory reopened in 1946 and soon began building tractors and engines. At first, they were American designs but they soon began building engines designed in-house.

The working end of the early 706 is largely the same as the later… dual 540 and 1000 rpm PTOs and stout 3-point hitches with draft control. Differences you can observe are in the fenders, and the clamshell style shown here, which were the only option through 1965. Instead of having a fixed swinging drawbar, this older 706 has a drawbar attachment added to the 3-point hitch.

From the operator’s point of view, there isn’t much to choose between the early and late 706s. The layout is largely the same.

By the 1960s, new engine designs were planned and a new line of four and six-cylinder engines went into production in 1965. At first, these engines were allocated only to the European market but as the North American market expanded, IH needed more powerplants to supplement their own tractor. Neuss had some extra production capacity and it kept the German factory working cost-effectively at full speed. Among the engines chosen for fitment into American tractors were the Neuss D310 and a little later the Neuss D358. They were both direct-injected engines with a 3.69-inch bore, but the D310 had a 4.39-inch stroke while the D358 used a 5.06-inch stroke and gained nearly 50 cubic inches.

Faded Away

The 2nd generation 706 debuted in 1967 but was soon updated to be a member of the new 56 series tractors that appeared as the 756 for 1968. It was largely the same tractor as the 706 but with significant restyling. The 706 Farmall was an extremely popular IH model, with nearly 47,000 built between the end of 1963 and 1967. You can add to that nearly 5,500 standard treads 706 International-branded tractors. Nearly 9,500 of the Farmall total were last year 2nd Generation models. So, yeah, you can definitely say the 706 was a touchdown tractor for International Harvester and one that is still fondly remembered today. And still used on farms around the country.

The later 706 has a more commonly seen swinging drawbar with the 3-point free for use on other implements.

SPECIFICATIONS

Early IH Farmall 706/ Late Farmall 706
Engine: IH D282/Neuss D310 inline six
Displacement: 281.3/ 309.6ci
Bore & Stroke: 3.69 x 4.39/ 3.88 x 4.38 in.
*282 PTO Power: 72.42 hp @ 2300 rpm
**310 PTO Power: 76.09 hp @ 2300 rpm
*282 Drawbar Power: 63.30 hp @ 2300 (no ballast)
**310 Drawbar Power: 65.70 hp @ 2300 (no ballast)
Compression Ratio: 18.2:1/15.9:1
Fuel Capacity: 33 gal.
Transmission: 8-speed (4×2) standard
16-speed (4x2x2) optional
Weight: 8530/9160 lbs.
Tires: 6.50-16 front (narrow front)
15.5-38 rear (std)

*Fuel Consumption: 5.5 gph @ max power
**Fuel Consumption: 5.1 gph @ max power
*Drawbar Pull: 8026 lbs @ 14.57% slip (max ballast)
**Drawbar Pull: 8416 lbs @ 14.90% slip (max ballast)
Top Speed: 18.5 mph (both)

*As Rated by Nebraska Tractor Test 856
**As Rated by Nebraska Tractor Test 955

FREQUENTLY ASKED QUESTIONS

What maintenance practices are recommended for keeping a Farmall 706 in good condition?

Recommended Maintenance Practices for Keeping Your Farmall 706 in Top Condition

Proper maintenance of your Farmall 706 ensures smooth operation and prolongs its lifespan. Here’s a comprehensive guide on the essential practices:

Tune-Up Essentials

Clutch and Valve Adjustments: Regularly check and adjust the clutch to ensure smooth shifting. Don’t overlook the valve adjustments, as they require periodic attention to function optimally.
Hydraulic System Care: Change the hydraulic filter routinely and always use a new gasket. While replacing the filter, verify the presence of the square o-ring to prevent leaks.
Moisture Monitoring: Keep a keen eye on hydraulic oil levels and look for signs of moisture contamination.

Brake Maintenance

Inspect Self-Adjusters: Sometimes, self-adjusting mechanisms may falter. Check them regularly to prevent issues like piston misalignment.
Clean Return Springs: Return springs can accumulate rust and brake dust, causing them to stick. Regular cleaning is essential.
Drum Maintenance: Make sure weep holes on the bottom of brake drums are not clogged with dust. This allows for proper drainage and prevents buildup.

Seasonal Preparations

Before the first start of the season, it’s advisable to gently open all drain plugs to release any residual or contaminated oil. Allow them to drip until only clean oil seeps through.

Spare Parts on Hand

Having extra small components, like tie rod ends for range and speed transmission shifters, can save you significant downtime. Keeping a couple of sets readily available ensures quick fixes, reducing waiting periods for replacements.

Effective Sourcing

While branded parts might be your first thought, consider local industrial suppliers for such components, often at a reduced cost.

By integrating these practices regularly, your Farmall 706 will remain in excellent working condition and be ready to tackle any task on the farm.

What should you look for when evaluating a used Farmall 706 tractor for purchase?

Evaluating a Used Farmall 706 Tractor

When considering a used Farmall 706 tractor, it’s crucial to conduct a comprehensive evaluation to ensure you’re making a wise investment. Here’s a detailed guide on what to look for:

Initial Inspection

Leaks and Wear: Start by examining the tractor for any obvious leaks, particularly in the hydraulic and oil systems. High wear areas often indicate extensive use, so take note of worn components.
Signs of Abuse: Look for any visible damage or signs of neglect, such as dents, rust, or poorly repaired areas.
Drawbar Condition: Check the hole in the drawbar for signs of excessive wear, which might suggest heavy usage or improper maintenance.

Performance Test

Drive and Feel: Test-drive the tractor to assess how smoothly it shifts gears and how well the brakes respond. Pay special attention to the torque amplifier (TA) system for any slippage, as a crisp shift is important for optimal performance.
Brakes Check: In low gear with the TA engaged, step on the brakes to ensure there’s no slipping. Solid brakes are a must for safety and efficiency.

Engine Check

Starting Ease: The D282 engine is known for being difficult to start, so see how easily the tractor turns over. This will give you insight into the engine’s general condition.
Paint and Condition: Don’t be swayed by a fresh coat of paint—check the quality and condition of the engine and other vital components beyond cosmetic appearance.

Historical Background

Age and Engine Type: Understand that these tractors are several decades old. Models from the early ’60s might have the D282 engine, while later ones feature the more reliable 310 German engine, which offers improved performance.

Personal Experience

Owner Insights: Previous owners’ experiences can be invaluable. Some have found early models problematic, while later ones, especially post-upgrades like turbo installations and shifting improvements, can be exceptionally reliable.

By paying attention to these aspects, you’ll be better equipped to evaluate the true condition and potential of a used Farmall 706 tractor, ensuring it meets your needs for farming operations.

How can improper installation of precups affect the starting performance of a Farmall 706?

Improper installation of pre-combustion chambers, or precups, can significantly impact the starting performance of a tractor like the Farmall 706. When precups are not correctly aligned under the injectors, it disrupts the efficient flow of fuel-air mixture. This misalignment results in uneven combustion, making the engine challenging to start.

Key Effects of Misaligned Precups:

Fuel Inefficiency: Improper positioning can cause incomplete combustion, leading to wasted fuel.
Hard Starting: Misaligned precups may require more cranking power to ignite, causing difficulty in starting the engine.
Increased Wear and Tear: Repeated hard starting can strain engine components, leading to premature wear.

Correctly aligning the precups ensures optimal combustion, transforming the tractor into a reliable and efficient machine. This simple adjustment can make a significant difference in overall performance, making the tractor not only easier to start but also a pleasure to operate.

What are the potential issues with the PTO lever on a Farmall 706?

Potential Issues with the PTO Lever on a Farmall 706

Sticky Operation
One of the most reported issues with the PTO lever on a Farmall 706 is its tendency to become noticeably sticky. This stickiness can be so severe that it may require a forceful tap, sometimes even with a hammer, to initiate movement the first time. This indicates that friction or obstruction in the lever mechanism needs addressing.

Immediate PTO Engagement
Once the lever manages to move, the Power Take-Off (PTO) gears might engage abruptly. This swift activation can be surprising and potentially hazardous if not anticipated. The immediate spin-up of the PTO suggests a lack of gradual engagement, which might be an underlying mechanical problem needing attention.

Required Maintenance
These issues generally signal a need for maintenance. The lever’s stickiness and abrupt PTO engagement warrant a thorough inspection to identify any lubrication deficits, corrosion, or misalignment. Regular checks and timely repairs can prevent these concerns from escalating into more significant problems.

How can you test the transmission and brakes of a Farmall 706 during a test drive?

How to Test the Transmission and Brakes of a Farmall 706 During a Test Drive

When you’re evaluating a Farmall 706, it’s crucial to check the transmission and brakes thoroughly. Here’s a concise guide to help you through the process:

Transmission Inspection

Initial Visual Check: Start by inspecting for any obvious signs of trouble such as leaks, excessive wear, or indications of harsh treatment. Pay close attention to the area around the drawbar, looking for wear and tear.
Operational Feel: Take the tractor for a test drive. As you drive, concentrate on how the transmission shifts. It should feel smooth and precise. Any sluggishness or hesitation might indicate underlying issues.
TA Performance: The Torque Amplifier (TA) should shift crisply. Engage and disengage the TA while driving. Listen and feel for any unusual noise or delays—these are red flags of potential problems.
Braking Test with TA: In a safe environment, test the brakes while the TA is engaged. The tractor should stop promptly without any indications of slipping. This thorough brake test can reveal latent braking issues.
Shift Variations: Vary your shifting speed from fast to slow. An effective tractor should be responsive to different shifting tactics. If you notice slow shifting, particularly with the TA, it might be detrimental in the long run.

By following these steps, you can ensure a comprehensive assessment of the tractor’s transmission and brakes, potentially saving you from costly repairs or unexpected breakdowns in the future.

What are some common issues with the shift linkage and transmission of the Farmall 706?

Common Issues with the Shift Linkage and Transmission of the Farmall 706

When evaluating the Farmall 706 tractor, it’s crucial to assess the shift linkage and transmission carefully. These components can present several challenges that potential buyers should be aware of.

Obvious Wear and Tear: Begin by inspecting for any apparent signs of wear or damage. This includes leaks, which can indicate failing seals or gaskets, and high wear spots on the shift linkage and drawbar. Look for signs of abuse or previous repairs that could affect the tractor’s performance.
Transmission Assessment: Drive the tractor to evaluate the overall feel of the transmission. Pay attention to how it shifts between gears. The transmission should shift crisply without any hesitation. If it shifts slowly or seems sluggish, this could be a sign of significant issues, especially with the Torque Amplifier (TA).
Torque Amplifier Concerns: The TA is a known pain point on the Farmall 706. Ensure it operates smoothly and doesn’t slip when engaged, particularly in low gear. A problematic TA can lead to costly repairs and impact the tractor’s usability.
Brake Functionality: Test the brakes thoroughly. In low gear or with the TA engaged, step on the brakes to check for any slipping that might indicate a problem. Brakes should provide solid, reliable stopping power.
Engine Start-Up: Although not directly linked to the transmission, the starting condition of the D282 engine can affect your assessment. It’s known for being challenging to start, yet some units start more easily than others. This characteristic can help gauge the engine’s overall health and maintenance history.
Surface Evaluation vs. Substance: Finally, while aesthetics can be appealing, don’t be distracted by new paint or cosmetic upgrades. Focus on the mechanical integrity of the system.

In summary, while the Farmall 706 is a robust tractor considering its age—first built in 1963—issues with its shift linkage and transmission can be prevalent. Careful evaluation ensures you focus on the tractor’s core functionality rather than superficial aspects.

How does the axle size of the Farmall 706 compare to the 806 model?

Comparing the Axle Sizes: Farmall 706 vs. 806 Models

When it comes to axle size, the Farmall 706 and 806 models share a common feature: they both use the same axle size. This consistency provides various advantages:

Uniform Maintenance: Owners of both models can enjoy simpler maintenance routines, as parts like bearings and seals are interchangeable.
Ease of Replacement: If you own multiple tractors, stocking spare parts becomes straightforward, reducing downtime.
Cost Efficiency: The interchangeable nature of the axles can help save costs by eliminating the need for model-specific components.

In conclusion, if you’re deciding between the two models, axle size won’t be a deciding factor, as they are identical in this regard.

What are some potential problems with the park lock and reverse gear on the Farmall 706?

Potential Problems with the Park Lock and Reverse Gear on the Farmall 706

When discussing the Farmall 706, two components that may encounter issues are the park lock mechanism and the reverse gear. Below are some potential problems you might face:

Incorrect Gear Engagement: Occasionally, the gear shifter may not properly transition from reverse to neutral. This misalignment can cause the reverse gear to remain engaged despite shifting efforts.
Park Lock Timing Issue: If the park lock is engaged before the tractor’s clutch is fully released, there’s a risk of damaging the reverse gear. Inappropriate timing during this transition could lead to mechanical strain.
Gear Tooth Damage: A broken tooth on the reverse gear may result in a noticeable “clunking” noise when reversing. While one missing tooth might be a nuisance, it isn’t critical. However, if two teeth are broken in succession, immediate repairs are necessary to prevent further damage.
Complicated Gear Replacement: Should a tooth or multiple teeth be damaged, replacing the reverse gear can be cumbersome since it is one of the last gears to be removed from its housing during repairs.

Understanding these issues can help in maintaining the tractor and planning timely repairs to avoid prolonged downtime.

What are the benefits and drawbacks of having fluid-filled tires on a Farmall 706?

Benefits and Drawbacks of Fluid-Filled Tires on a Farmall 706

When considering whether to fill the tires of your Farmall 706 with fluid, there are several advantages and disadvantages to keep in mind.

Benefits

Improved Stability
Filling the tires with fluid enhances the tractor’s stability, especially on hilly terrain. The added weight improves the center of gravity by placing more mass lower to the ground, which can be crucial when working on slopes.
Increased Traction
Fluid-filled tires provide additional traction, essential for tasks like hauling or mowing hay. This extra grip helps prevent the tires from slipping, allowing for more efficient and safer operation.
Heavier Load Capacity
A heavier tractor can manage more demanding workloads. With the enhanced weight from the fluid, tasks such as pulling equipment or transporting heavy loads become easier, as there’s less chance of the tractor being pushed around.

Drawbacks

Potential for Rim Damage
One of the significant drawbacks is the risk of corrosion if a leak occurs and is not promptly addressed. The fluid can eat away at the rims over time, leading to costly repairs. Regular maintenance is crucial to prevent this issue.
Complicated Repairs
Handling tire repairs with fluid can be more complex than with air-filled tires. If a tire starts leaking, it’s essential to fix it immediately rather than just adding air. Properly fixing leaks can be labor-intensive and requires expertise.
Limited Adaptability
Once the tires are filled with fluid, changing the overall weight balance of the tractor to suit different tasks becomes more challenging. This may limit the tractor’s flexibility for various types of farm work.

By weighing these pros and cons carefully, you can determine if fluid-filled tires are the right choice for your Farmall 706’s specific farming needs. Balancing the benefits of increased stability and traction with the potential maintenance challenges will aid in making an informed decision.

Does the 706 have the same diesel engine as the 560 and 656 models, and does it require glow plugs?

For those familiar with the earlier models, the 706 shared its early diesel engine with both the 560 and 656 models. Specifically, the early 706 models utilized the same D282 engine as the 560D, ensuring consistency for those accustomed to the 560’s capabilities.

However, as production evolved, later 706 models transitioned to the 310 German engine. This change highlighted advancements in engineering while maintaining the reliable performance users had come to expect.

Regardless of the engine version, the 706 required glow plugs to be activated for a minute or two to ensure smooth starts, even in warmer conditions. This feature, familiar to those who’ve operated the 560 and 656, demonstrates the design’s attention to reliability across varied environments.

In summary, the 706 provides a blend of familiar features and new advancements, making it a solid choice for those appreciative of its diesel heritage and practical enhancements.

Do the glow plugs need to be used in all weather conditions?

Yes, the engine requires the use of glow plugs for a minute or two, regardless of the outside temperature, to ensure proper starting.

How does the 706 model’s engine compare to the 656 model?

The 706 model shares the D282 engine with the early versions of the 560D, but their article suggests a connection between the 656 and these engines, likely indicating that the 656 also used a similar engine setup.

What engine variants are available in the 706 model?

The 706 model initially featured the D282 engine, similar to the one used in the 560D. Later versions were equipped with the 310 German engine.

How can you improve the starting capability of a Farmall 706 in cold weather?

The early D310s had a low 15.9:1 compression ratio and have the reputation of being poor cold-starters. It did have an etherizer, a device that allowed the operator to add a squirt of ether from the comfort of his seat. The Bosch VA pump also had an enrichment device, but if you lived in a cold climate, you were using that block heater for reliable starting. Strangely, the D282 with glow plugs has the same cold-start bad rap.

To enhance the starting capability of a Farmall 706, especially in cold weather, consider a practical upgrade. Replacing the original 6-volt batteries with 12-volt batteries can significantly improve starting performance. This modification can make a noticeable difference, particularly when temperatures drop into the 20s.

In colder climates, while these models possess unique starting aids, relying solely on the designed mechanisms may not suffice. Combining these existing aids with a battery upgrade provides a more robust solution to tackle those freezing mornings.

Under what temperature conditions should additional measures be considered?

Consider implementing the battery upgrade when temperatures drop into the 20s, as this is when starting issues are more likely to occur.

What practical modification can be made to improve starting?

Upgrading from 6-volt to 12-volt batteries can significantly enhance the engine’s ability to start, especially in colder conditions.