The World of Diesel-Powered Tractors

Big Blue The First: Ford 6000

As the 1950s came to a close, Ford’s investment in the manufacture of agricultural equipment worldwide was bigger than ever and growing. With the exception of the English Fordson Major, sold in small numbers in the U.S., they had no big tractors and no six-cylinder tractors at all. That was about to change.

A project to build a big Ford tractor with six-cylinder power began in late 1957. Beyond that laudable goal, they wanted to include the new 10-speed Select-o-Speed power-shift transmission… which would be an industry first for a big tractor. Though Ford in England had some six-cylinder diesels (not in tractors), it was decreed that the engineers should take Ford’s light truck and passenger car 223-cid six and make it into a diesel, as well as converting the gas version to a tractor powerplant.

What emerged in late 1960 was the Ford 6000. It was a big 7,500-pound tractor with a 242-cid diesel. Very shortly, a 223-cid gasser was on the options list as well.

Performance and output were similar between the gas and diesel, though fuel diesel economy was better (5.1 gph vs. 6.5 gph at full power). They were a departure for Ford because they were built on a frame rather than using a unit construction where the engine block was part of the structure. Given the light truck and car origins of the engine, why is not difficult to guess at.

“The hydraulic system of the 6000 was way ahead. It featured an accumulator (later upgraded to two) that stored hydraulic power so the engine didn’t have to drive a dead-headed hydraulic pump, something
Ford claimed cost 10 hp.”

The 6000 was offered in rowcrop configuration with a dual or single wheel narrow front, adjustable wide front or a wheatland fixed wide front available. It had a very advanced draft control system with a dual range PTO, where the 540-rpm PTO could be operated at an economical 1,750 rpm for light loads but at 2,230 rpm for high-draw situations. The system also included a 1,000-rpm PTO.

The hydraulic system of the 6000 was way ahead. It featured an accumulator (later upgraded to two) that stored hydraulic power so the engine didn’t have to drive a dead-headed hydraulic pump, something Ford claimed cost 10 hp. The pump worked only enough to keep the accumulator charged.

The 242-cid diesel was all new and based on Ford’s four main bearing 223 gasser, which had been in service with Ford in cars, light trucks and industrial applications since the early ’50s. The diesel’s bore was the same 3.62-inch as the gasser, but the stroke was increased from 3.6 to 3.9 inches. It was a DI engine and injection came from a Simms inline pump with a compression ratio of 16.5:1.

The power steering, power disk brakes and Rest-o-Ride rubber torsion seat made the tractor driver-friendly for the era. What was totally unique in the market was the Select-o-Speed planetary transmission—a true power-shift trans. We’ve covered this trans in earlier Tractor Talk installments. The Selec-o-Speed used four planetary gears in line, with bands, servos and clutch packs on three. A valve block tied into the shift quadrant allowed the operator to shift between all 10 gear ratios without a clutch. There was no torque converter, and for close and slow work, an inching pedal allowed the operator to move the tractor incrementally.

The Select-o-Speed was available in other Ford tractors but the 6000 version was beefier and had a direct-drive clutch instead of the sprags used in the smaller tractors. The tractor had 10 speeds plus two reverse, but the shift between fourth and fifth was notoriously hard, earning it the nickname “Jerk-o-Matic.” Prudent drivers slowed or stopped to shift between these gears.

As often happens in big companies, in the rush to get the new-and-whizbang on sale, marketing often wants to debut before the engineering folks do. In the 6000’s case, the marketing folks put the tractor on sale before engineering considered it ready for prime time and trouble ensued. It was not as drastic and widespread as some similar events had been with other companies, but it was bad enough.

The four main block was not stout enough to hold a diesel crankshaft in place (even a billet crank) and allowed too much flex under heavy loads so bearings failed or the crankshaft broke. The trans had some minor issues that mostly related to maintenance and operator error. The four-five shift, for example, had a tendency to break stuff if the engine was really wailing when it was shifted. The final drive trouble related mostly to wheel retention. The wheel hubs tended to work loose and strip out the single Woodruff key on the axle. The hydraulics had some leaks and didn’t quite live up to the sales pitches.

The cures came rapidly as did field fix kits. These included a new engine with a stouter block, fixes for the trans, an upgrade to the axles and hubs, and the installation of a second accumulator to the hydraulics. In ’62, Ford decided it was better to stand up and just call back all the tractors to be factory rebuilt. A farmer could bring his red and gray Ford 6000, swap over his tires and drive away with a new/updated Ford blue and gray tractor. Most red 6000s were rebuilt but a few non-upgraded ones still exist. From a point in 1962, all 6000s from the factory, new or rebuilt, had all the upgrades and were all blue and gray… Ford’s new color scheme.
The 6000 continued into ’65 when it got more upgrades and minor styling changes to become the Commander 6000. The styling changes included a new grille, a decal rather than a plastic hood-side badge and a different steering wheel. Mechanical changes included a third engine block upgrade, minor rear hub upgrades and a change in final drive gearing. The Commander 6000 was supposed to be built through 1966 and be replaced by the new 8000. Delays in bringing the 8000 to production inspired Ford to resume production of 6000s for about three months in early 1967 so dealers could still have a “big” Ford in the showroom. These final 6000s even had a few upgrades, such as an improved power steering system.

The owner of the blue tractor in this story, Roger Clark, ran a Ford tractor dealership with his father from ’58 to ’70 and says the Ford compared well to the Deere 4010, and IH 706 and 656, and beat the contemporary IH 560 all to heck. Like many tractors that had teething disabilities, it had trouble overcoming the bad rep. The Select-o-Speed put it into a class by itself for many years and that added to the hard knocks some farmers gave it. Still, it was a big advance in tractor technology and the tractor served a large number of farmers very well for decades.

Today, the 6000 is a rising star in the collectible tractor world. Some of its more unusual parts are a little scarce, but there seem to be enough available to support the collectors. It’s difficult to establish how many were originally built from ’61 to ’67 because Ford’s serial numbers didn’t change according to the various models. DW

Typical Specifications:
1961 Ford 6000 Diesel

Engine: I-6, DI, NA
Displacement: 242 cid
Bore and stroke: 3.62×3.90 inches
*Rated PTO power: 66.17 hp @ 2,400
*Rated drawbar power: 59.24 hp @ 2,399 Compression ratio: 16.5:1
Transmission: 10-speed Select-o-Speed
Weight: 7405 lbs
WHEELBASE: 95 inches
FUEL CAPACITY: 26 gallons
Tires: Front: 6.50-16, Rear: 15.5-38
*Fuel consumption: 5.189 gph @ max power
*Drawbar pull: 7245 lbs @ max ballast
*Top speed: 18.2 mph

* As Rated by Nebraska Tractor Test 783

SOURCE

Ford/Fordson Collectors Association
http://www.ford-fordson.org/events.htm

FREQUENTLY ASKED QUESTIONS

What should you inspect when considering purchasing a Ford tractor with a diesel engine, especially if it has low reported hours?

When contemplating the purchase of a used diesel tractor, particularly one with low reported hours, it’s essential to conduct a thorough inspection to ensure you’re making a sound investment. Here’s a structured guide to help you evaluate the condition of the tractor:

1. Take It for a Test Drive

• Functionality Check: Begin with a test drive. Ensure all critical systems and controls operate smoothly.
• Listen and Feel: Pay attention to any unusual sounds or vibrations that could indicate underlying issues.

2. Engine Evaluation

• Professional Inspection: Have an experienced diesel mechanic inspect the engine, focusing on compression levels which can reveal internal wear.
• Fluid Examination: Look closely at the fluids. Coolant should be clean, not resembling oatmeal or having an unusual color, such as bright orange.

3. Fluid Checks

• Immediate Replacement: Plan to replace allfluids promptly. Fresh fluids are crucial for optimal performance and longevity.
• Commonly Neglected Areas: Particularly verify the antifreeze and hydraulic fluid levels and quality. These are often overlooked in maintenance.

4. General Maintenance and Condition

• Wear and Tear: Check for any signs of leakage, rust, or worn parts. These might be indicators of neglect or more severe problems.
• Service History: If possible, review any maintenance records available to ensure regular servicing was performed.

By adhering to this checklist, you can make a more informed decision, potentially avoid costly repairs down the line, and ensure that your investment provides reliable service for years to come.

How reliable are hour meters on older Ford tractors, and what should be considered regarding their accuracy?

How Reliable Are Hour Meters on Older Ford Tractors?

When considering the purchase of an older Ford tractor, one critical component to evaluate is the hour meter. Unfortunately, on models produced between 1965 and 1999, these devices are notorious for their inaccuracy.

Common Issues with Hour Meters

• Vibration Sensitivity: These hour meters often suffer from issues related to vibration, which can cause them to malfunction or stop working altogether.
• Frequent Replacements: Due to their tendency to fail, many hour meters in these tractors may have been replaced multiple times. It’s not uncommon for a tractor to have its third or even fourth hour meter installed.
• Low Hour Readings: When these meters do malfunction, they often stop at low readings, misleading buyers about the tractor’s true usage.

Assessing Hour Meter Accuracy

Given these challenges, it’s crucial to examine other indicators of wear and maintenance to gauge the tractor’s real usage. Here are some tips:

1. Inspect the Fluids: Although fluids might have been recently changed when sold, signs of corrosion or build-up in the radiator can be a giveaway of extensive use.
2. Evaluate Maintenance Records: If available, maintenance records can provide a clearer picture of how the tractor was used and cared for over the years.
3. Check for New Parts: Assess whether parts like the tachometer have been replaced. Multiple replacements might indicate frequent use beyond what’s shown on the hour meter.
4. Look for Wear and Tear: Physical signs such as worn out pedals, seats, and levers can offer clues about the actual hours of operation.

While hour meters on these older models can be unreliable, a careful examination of the tractor’s condition and maintenance history can still help determine its actual operational history.

How can the condition of fluids like antifreeze and hydraulic fluid affect the performance of an older Ford diesel engine?

How Fluid Condition Impacts an Older Ford Diesel Engine’s Performance

When assessing the performance of an older diesel engine, such as those in Ford tractors, the condition of the fluids plays a crucial role. Here’s why examining these components can greatly affect engine efficiency and longevity:

Importance of Fluid Health

1. Antifreeze Quality:
   • Antifreeze does more than regulate temperature; it protects the engine from corrosion and maintains optimal heat exchange.
   • If it appears thick or has an unusual color resembling oatmeal, it indicates the presence of contaminants or breakdown of the fluid. This could lead to overheating issues and accelerated wear on engine components.
2. Hydraulic Fluid Maintenance:
   • Hydraulic fluid is essential for power transmission and ensuring smooth operation of mechanical components.
   • Neglecting its maintenance can result in increased friction and eventual failure of hydraulic systems, affecting overall tractor functionality.

Consequences of Poor Fluid Condition

• Moisture Contamination: Oils and other fluids can accumulate moisture over time, particularly in tractors that have been idle. This results in reduced lubrication efficiency and can cause significant engine wear.
• Corrosion Risks: Without proper antifreeze, the internal engine parts become susceptible to rust, which could lead to costly repairs.

Recommended Actions

• Fluid Inspection and Replacement: Always inspect the fluids’ color and consistency. If any anomalies are detected, it’s advisable to replace them immediately.
• Professional Evaluation: Having a diesel expert check the engine’s compression and fluid integrity can help preempt major issues.

By prioritizing regular fluid checks and replacements, you ensure that the tractor remains reliable and performs optimally, even as it ages.

How does the age and longevity of a tractor with a Ford diesel engine affect its perceived quality?

Today, the 6000 is a rising star in the collectible tractor world. Some of its more unusual parts are a little scarce, but there seem to be enough available to support the collectors. It’s difficult to establish how many were originally built from ’61 to ’67 because Ford’s serial numbers didn’t change according to the various models.

Longevity as a Marker of Quality

Any tractor that has been around 32+ years and still runs well has got to be considered solid, don’t you think? This enduring functionality speaks volumes about the craftsmanship and durability inherent in these machines. A tractor with a Ford diesel engine that has weathered decades of use without faltering demonstrates remarkable quality, making it not just a piece of history but a testament to engineering excellence.

Collectors and enthusiasts appreciate these vintage tractors not only for their historical significance but also for their ability to stand the test of time. The longevity of such a machine enhances its perceived value, blending nostalgia with reliability and solidifying its status as a prized collectible. Such characteristics are precisely what make models like the 6000 so appealing to those who seek both a connection to the past and a showcase of enduring quality.

How does the age of a tractor relate to its perceived quality?

A tractor’s ability to remain functional after several decades is often seen as a testament to its high quality and reliability.

How long can tractors last and still function well?

Tractors can remain operational for over 32 years and still perform effectively, demonstrating their durability over time.