Ford

The Roadless 120 model, with its large front wheels, was redesigned to be based on Ford's 600 series technology. The engine was still the 2715E industrial engine (114 hp). Standard equipment included a Dual Power 16+4 transmission, hydrostatic steering, auxiliary lift cylinder, 2-speed pto, front axle lock and additional fuel tank. The cab was a flat-floor Lambourn Q-Cab (82 db). The tyres were standard 13.6-38.

In the last S series models, the power was increased to 125 hp and the hydraulics were more powerful.

Tractors

Roadless 120

In 1979, Roadless introduced the 780 and 980 models, which were based on the 78 K and 98 K models, but the front axle steering swivels had been significantly improved to 50 degrees. The turning circle had been reduced to 8.5 meters. A front axle lock and hydrostatic steering were standard.

The 980 had a Dual Power quick gear (16+4). An auxiliary lift cylinder was available as an option.

Production volumes of these models remained low.

Roadless 780-980

In 1975 Roadless introduced the first Ford 600 series based models 78 and 98, which had the power according to the model designation. The transmission was 8+2 and the 98 had Dual Power as an option. The hydraulics were Ford-standard. The standard cab was a rudimentary Duncan and the Lambourn Q-Cab as an option. The 78 still did not have a lock on the front axle, but the 98 did.

A year later the J Series models were introduced, which had a flat-floor Lambourn cab with a noise level of 82 dB. The 118 with a 2715E six-cylinder engine was added to the series. Its lifting device had one auxiliary cylinder, the transmission was 2-speed and the steering was hydrostatic.

The K Series models introduced in 1979 had a redesigned, slightly higher cab. The 78 K had a 13” clutch. The 98 K had a 2-speed pto and Dual Power quickshift as standard.

The last S series models had the 4.4-liter engine in the 78 and 98. There was also more power in the 118. The hydraulic pump was slightly more efficient.

At this point, it was difficult to find features in the Roadless that would have surpassed Ford's own four-wheel drive models. The company went bankrupt in 1983.

Roadless 78-118

Roadless had marketed the advantages of smaller front wheels, such as better maneuverability, to differentiate itself from the County. However, in the summer of 1968, it introduced the Roadless 115, which had equal front and rear wheels. The weak GMC front axles had now been abandoned, as Roadless had developed its own front axle, which had more durable hub gears, better ground clearance, and the ability to disengage the four-wheel drive. The axle also had a differential lock, which was rare at the time. The steering was hydrostatic, unlike the smaller Roadless models.

The Roadless 115 had a 6.2-liter 104-horsepower Ford 2714E industrial engine. In 1971, the 114hp Roadless 120 was introduced alongside. The clutch had a 13” ceramic disc.

From September 1970, Roadlesses sold in the UK were fitted with the Duncan safety cab and later the 83dB Duncan Supercab was available.

Roadless 115/120

Roadless bought GMC off-road truck front axles from a surplus stock in Spain. The problem was that the high torques when used with tractors caused the driveshafts to break. In addition, because the differentials were turned upside down to increase ground clearance, the gear bearings failed, as lubrication was inadequate in this position.

In the Roadless Ploughmaster 95, introduced in 1967, lubrication was improved by welding a tab to the differential, which directed oil to the bearing. In addition, a stronger bearing was installed and better driveshafts began to be ordered from Germany. The 95 also had a more powerful lift.

With the revamped Ford Force series, the Ploughmaster 65 was replaced by the more powerful 4.2-liter 75.

In 1971, the turbocharged 94T, based on the Ford 7000, was introduced, and in 1974, the 105, with a 6-cylinder 6.2-liter engine, was introduced. These models featured Roadless' own, more durable, and higher-clearance front axle.

The Ploughmaster 75 was Roadless' most popular model during the Ford era, but competing, more affordable four-wheel drive tractors began to appear from various manufacturers, and Roadless production volumes dropped to a few hundred per year.

Roadless Ploughmaster 75-105

Roadless Ploughmaster 65 was launched in 1964 at the same time as the Ford 5000. Like the previous Fordson-based models, the front axle in these models was still from a GMC off-road truck. The shortened axle had the differential on the left side. The Roadless was distinguished from the competing County by the small 9-24 front wheels. In other respects, the technology was straight from the Ford 5000, i.e. the power was 64 hp. In addition to the 8+2 basic gearbox, a 10-speed Select-O-Speed ​​was available.

For those who needed more power, the Ploughmaster 90 model, equipped with a Ford 590E industrial engine and producing 90 hp, was offered from the summer of 1965. Due to durability problems, this model was only in production for a year.

A rare model was the Ploughmaster 80 produced in 1967-68, which was a 65 equipped with a CAV turbo.

Another rarity was the Ploughmaster 46, which was a Ford 3000 equipped with a front axle supplied by Selene.

Roadless Ploughmaster 65-90

Roadless achieved moderate sales success with its four-wheel drive conversion Manuel-Major. So it began offering a four-wheel drive package also for the 32-horsepower Dexta in 1960. The parts were supplied by Selene from Italy, and the Dexta's front axle was also converted from GMC. The front wheels were smaller, 7.50-18.

At the end of 1961, the more powerful (39.5 hp) Super Dexta was introduced, and the front tires were changed to size 7.50-20. In the last models, the power was increased to 44.5 hp.

The price difference with the Manuel-Major was too small, and only 78 four-wheel drive Dextas were equipped.

Photo: Kimmo Kotta

Roadless Dexta

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