Ford

At the beginning of 1978, the Muir Hill Series III models were introduced, featuring a new 30% more spacious Spacecab. Noise levels were reported to be 83…86 dB. The engines had slightly more power. The 111 and 121 models with Ford transmissions were fitted with a Dual Power quickshifter. The 171 had an Eaton-Fuller T4510 transmission. Other key features, according to the brochure, were axles manufactured by Muir-Hill, a hydraulically engaged front axle lock, oil-immersed disc brakes on four wheels, a tapered roller bearing gearbox and a 2-speed power take-off with a replaceable axle head.

At the end of 1978, the range was completed by the turbocharged 141, which was available in a 158-horsepower Ford-engined version as well as a 143-horsepower Perkins version. In some exotic export markets, service was only available for Perkins. The 141's specifications matched the 121 except for the wider standard tyres.

Muir-Hill production ended in a takeover in the autumn of 1982. Later, there was a weak attempt to continue production under the name Myth-Holm.

Muir-Hill

Tractors

Muir-Hill 111-171 Series III

The most significant improvement of the Muir-Hill Series II models introduced in 1972 was the much improved, flat-floor cabin. There were sliding doors on both sides and large window surfaces.

As before, the Muir-Hills had a front axle with a central axle, gear lock and brakes, four equal-sized wheels and a reinforced Ford 8+2 transmission. The smallest model was now the 111 with a Perkins six-cylinder. The previous 101 with a Ford engine had been replaced by the 121, whose model designation corresponded to the increased power. The fuel tank was larger. The Dual Power quick gearbox was not available until the end of the Series II range.

In 1975, the 161 was replaced by the slightly more powerful 171. Instead of the rare Perkins V8.510, the engine was now the more common 8.8-liter V8.540. Unlike its predecessor, there was only one exhaust pipe. The wheelbase was increased by 22 cm. The cab was now a redesigned white Series II, almost similar to the smaller models.

Muir-Hill 111-171

In 1969, the Muir-Hill model 161 was introduced, which was clearly more powerful than the previous models. The engine was a Perkins 8.36-liter V8 with an output of 163 hp and the transmission was a Fuller 10+2. There were two 14-inch clutches.

The 161 was almost as compact in external dimensions as the smaller models, with a wheelbase 8 cm longer. The turning circle was promised to be 10.0 meters and only 6.1 meters with the steering brake. A compressed air system was standard equipment, and the differential locks were engaged pneumatically. A lock was an option at the front. The tires were the same size at the front and rear, the widest being 23.1-26.

The majority of the approximately 200 tractors produced were industrial models. For example, a hitch (Cat III) and a power take-off were optional extras.

The cab was flat-floored and large, but had a sheet metal interior. The 161 remained in production until 1975. It was not until the successor model 171 that it received the Series II cab that had been introduced 1972 in the smaller models.

Muir-Hill 161

Muir-Hill manufactured, among other things, wheel loaders and dump trucks, which were based on Ford technology. In 1965, the company hired an engineer named David Brown, who had at his previous workplace developed a four-wheel drive version of the Ford 5000 called the Northrop 5004, which was not commercially successful. At Muir-Hill, he refined his idea further and the Muir-Hill 101 was born.

The tractor, which was launched at the end of 1966, had a Ford 5000 transmission, four identical wheels and a 101-horsepower Ford 2704 six-cylinder engine. Unlike the competing County and Roadless, the Muir-Hill's panels were completely designed to look like their own and were painted industrial yellow. The front axle, equipped with a hydraulically engaged toothed lock and brakes, was Muir-Hill's own production. The wheelbase was only 190 cm.

In 1967, a Dual Power-based quick-shift transmission was introduced. A basic cabin was introduced in 1970. The final year models, 1971-72, featured a slightly more powerful 6.2-liter engine.

In 1969, the 110-horsepower model 110 was introduced, with a Perkins 6-cylinder engine.

Muir-Hill 101-110

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.

Roadless

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

More from this manufacturer

The Fordson F was produced from 1917 to 1928 with a total of 750,000 units – it achieved a dominant market position primarily due to its price, which was lower than that of its competitors. However, Henry Ford did not see a future in the American tractor market and, on the other hand, needed manufacturing capacity for his Model A car production. Therefore, the production of the Fordson was moved to Ireland. There, the improved Fordson N was introduced in 1928. The power of the four-cylinder engine increased due to a larger cylinder bore, reaching 29 horsepower in the gasoline version and 23.3 horsepower on petrol. The cooling system now included a water pump. It had 3+1 gears. The brakes were disc brakes located in the gearbox.

In 1933, production was moved to Dagenham, England, where there were better opportunities to produce a number of Fordsons in line with demand. At the same time, the design of the radiator and side panels was updated, and the color changed to a darker blue. In 1937, the Fordson color changed to orange. At the same time, the power increased slightly by raising the compression ratio. During the war years, the color was green. The Fordson was available with rimmed wheels, spiked wheels, or pneumatic tires, the latter featuring faster gear ratios. The technical details presented here are from a Finnish brochure from 1938. Almost all information differs from that reported in Sweden or Britain.

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Fordson N

The renewed Fordson Major E27N, also known as the "Mörkö-Majori" ("Monster Major"), was introduced in 1945. Its engine was the same 30-year-old side-valve engine as in its predecessor. The petrol version produced 28.5 hp, and the gasoline version 35 hp. Except for the gearbox, the powertrain was renewed. New features included a single-plate clutch, a gear-type reduction hub, and steering brakes. The E27N was painted dark blue with orange rims. Optional equipment included a hydraulic lifting device, headlights, and electric start.

From 1947 onwards, a diesel model equipped with the Perkins P6, producing 45 hp, became available. The diesel model could be identified by the badge on the grille, as seen on the tractor in the picture. The diesel model had much more tractive power than the petrol version, but its price was also nearly twice as high.

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Fordson Major E27N

Henry Ford’s and Harry Ferguson’s collaboration had begun in 1939, when production of the 9N model equipped with the Ferguson three-point hitch system started in the USA. In 1947 their partnership broke down after Henry Ford II, who had been appointed head of the Ford empire, discovered that the company was losing money on every tractor. In the summer of 1947 Ford introduced the new 8N and 8NAN models, featuring a slightly revised lifting mechanism. Compared with earlier models, the 8N had increased engine power and a four-speed gearbox. The power take-off could be stopped by using the clutch. The 8N was gasoline-powered, and the version more common in Northern Europe, the 8NAN, ran on petrol. With its red chassis, the tractor looked fresher than the old grey ones. As a result of Ferguson’s lawsuits, the court ordered Ford to cease production of the 8N and 8NAN tractors at the end of 1952. In their best years, annual output of these models had exceeded 100,000 tractors.

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Ford 8N

The court ordered Ford to cease production of the 8N model, which infringed Ferguson's patents, and the situation was presented in the autumn of 1952 with the NAA, also known as the Golden Jubilee, which celebrated Ford's 50th anniversary. It was slightly larger and more powerful than its predecessors. The new 2.2-liter gasoline engine had overhead valves and produced 32 hp, with the petrol version producing 27 hp. In Europe, both versions were known as the NAA, but in the USA the petrol version was called the NAB. In the NAA, the hydraulics were powered directly by the engine, so the power take-off did not need to be engaged when using the hydraulics as in previous models. A dual clutch was available as an optional extra. The brakes were more effective than before, and the front axle was stronger. Standard equipment included power-assisted brakes, headlights, an engine temperature gauge, and a hydraulic lift. The 1954 model year NAA no longer bore the Golden Jubilee marking. In 1955, a very similar tractor was known as the Ford 640, but it was no longer imported to Europe.

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Ford NAA

Here is the translation of the provided Finnish text to English:

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The Fordson Major, introduced in 1945, was replaced by a new model of the same name (specifically the E1ADKN and the diesel version E1ADDN) for the year 1952. Ford’s main idea was to offer a single tractor model suitable for the average farm in England. Similarly, one model was offered in the USA. The most significant feature of the new Major was the availability of an affordable diesel model. The diesel engine was now Ford’s own instead of Perkins and was equipped with overhead valves. Gasoline and petrol versions were also made using the same basic engine design. The diesel model only came to Finland in 1954.

The tractor had 6+2 gears. Forward speeds were 3.3; 4.7; 6.0; 8.35; 11.8, and 21.2 km/h. The clutch was a dry single-plate, 11 inches in diameter. A dual-clutch was available as an optional extra. Power steering was also available as an option.

In 1958, the Major was replaced by the Power Major, which had an increased power output of 51.8 horsepower. The transmission and differential were strengthened. The lifting device was more powerful than before. The dashboard and the throttle lever placed under the steering wheel were new.

The final step in the Major’s history was the Super Major, introduced in 1960, which featured disc brakes, a differential lock, a 13-inch clutch, and draft control. The headlights were moved to the grille, but in Finland, headlights placed on the sides of the radiator continued to be used. In 1963, the blue-orange color scheme was changed to blue-gray. At the same time, power was increased by a couple of horsepower, the 6th gear was sped up, and gears 1-4 were slowed down, the dual clutch was renewed, and draft control gained a descent speed adjustment.

The Major was used as a basic machine for many applications, among which the internationally best-known are County and Roadless track tractors and later four-wheel-drive versions. In Finland, a Roadless Manuel four-wheel-drive model equipped with an GMC-based front axle was also sold.

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Fordson Major, Power Major, Super Major

In 1954, the Ford NAA was replaced by the 600/700 series. The changes were not major; for example, the 2.2-liter gasoline engine remained the same. The brake drums increased to 14 inches, and the hydraulics were improved. There were a total of six models:

Alongside the 600/700 series came the 800/900 series, which featured an engine enlarged to 2.8 liters. The 800/900 series models were:

Row-crop tractors were available both with a single front wheel and with two parallel steering wheels.

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Ford 620-960

The 1958 Ford lineup was divided into the Workmaster models of the 501/601/701 series and the Powermaster models of the 801/901 series. In this model update, changes in appearance were more significant than advances in technology. However, this time the design and coloring did not necessarily develop in a positive direction. The engines had more power than before. The basic models now had a 10-inch clutch.

The 541 was an offset tractor, where the front axle could be adjusted eccentrically to one side. The features of the 601/701 series models were mostly the same as in the previous series. In the 801 series, the base models 821 and 841 were now equipped with a 4-speed transmission, and only the 851 had 5 gears. Most models in the 801 series had a 1000 rpm PTO, and the 881 also had a live PTO. As an option, a 3-speed mechanical power shift was available, increasing the number of gears to 12+3.

At the beginning of 1959, Ford introduced the Select-O-Speed transmission, which allowed shifting the 10+2 gears of the mechanical transmission without using the clutch by means of pawls. The Select-O-Speed was launched prematurely despite the objections of the designers, causing many problems in its early years.

The 1958 innovations in Powermasters and the 1959 Workmasters included diesel engines developed based on gasoline engines.

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Ford 541-981

The Dexta was introduced in 1957 as the little brother of the Fordson Major. It was equipped with a Perkins 3-cylinder diesel engine and a 6+2 gearbox. The engine was manufactured at Ford's factory in Dagenham. Unlike the Major, the Dexta had a power shuttle system based on push-rod sensing. A dual clutch was available as an optional extra. The 1960 Dexta featured a new injection pump as well as improved gearbox and hydraulics. The speeds in the low gears were slower than before.

In 1961, the Super Dexta was introduced alongside it, equipped with a 2.5-liter Perkins engine, initially producing 39.5 hp. Just a year later, the power increased to 44.5 horsepower, at the same time as the rims were changed to a lighter color.

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Fordson Dexta, Super Dexta

British Philip Johnson founded Roadless Traction Ltd. in 1919. Johnson, who had previously developed assault vehicles, saw opportunities in tracked vehicles in agriculture as well. The first solutions were based on half tracks. In 1930, full lenght tracks were introduced to Major. Roadless also equipped any other tractor brands. In 1956, Roadless acquired a license for the front axle drive of the Italian Selene, and the Manuel four-wheel drive version of the Major was born.

The Selene's front axle was based on a GMC off-road truck drive front axle obtained from an Allied surplus store, shortened on the left side, placing the differential hump to the right of the centerline. A transfer gearbox was installed between the gearbox and the rear axle, from which the power was transferred to the front by means of an intermediate wheel and cardan. An additional accessory was a more robust 13" clutch. Along with the clutch, the ball joints of the front axle were high loaded in front loader use.

After Major, Power Major and Super Major followed, in line with Fordson's development. A total of 2,947 of these Manuel-Majors were produced, and Finland was one of the most significant exporting countries.

In 1963, the Roadless Ploughmaster 6/4 was introduced. In it, Major's original engine was replaced by a Ford 6-cylinder industrial engine with a power of 76 hp. Enhancements were also made to the rear axle and gearbox bearings. The clutch was 13 inches.

Photos: Kimmo Kotta

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Roadless Manuel Major / Ploughmaster 6/4

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

The Ford 6000, introduced in 1961, is one of the strangest-looking tractors in history, and technically it also differed from earlier Fords. The 6000 was Ford USA's flagship model and elevated the brand to a new size class. In the model update, the 501/601/701 Workmasters were replaced with the 2000 model with minor changes, and the 801/901 Powermasters with the 4000 model. From 1962 onwards, Super Dextas were imported to the USA and sold under the name 2000 Diesel, and Super Majors, known as the 4000 Diesel. This continued until the new international model series 2000-5000 was introduced in 1964.

The 6000’s engine was initially a 4.0-liter 6-cylinder diesel. Later, a 3.7-liter gasoline or propane engine was introduced alongside it. The transmission was a 10+2 Select-O-Speed. The 6000 was primarily a row-crop tractor with narrow front wheels, but a wide front axle version was also produced. The hydraulics featured draft sensing and an accumulator that stored pressure for later use. The power take-off had an economy PTO that operated at 1,730 rpm instead of the standard 2,230 rpm. As an option, by changing the shaft, a 1,000 rpm PTO and a ground-driven PTO were available. The brakes were dry, power-assisted disc brakes. Power steering was also standard. Unlike other Fords, the 6000 was built on a separate frame.

Originally, the 6000’s color was red-gray, but due to many problems, all delivered tractors were recalled to the factory and they returned painted blue-gray.

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Ford 6000

At the end of 1964, Ford introduced a new tractor series known as the 1000 series, even though the old Dexta and Major names were retained alongside the numbers in Europe. The updates compared to the old Fordson models were significant. For example, the engines were completely renewed, the gearbox consisted of 8+2 speeds except for the 2000 model, and as an optional feature, there was the advanced but problematic hydraulically selectable Select-O-Speed. It was based on three planetary gear sets, which, with servo-operated brake bands and multi-plate clutches, allowed for 10+2 gears without the use of a clutch.

The new engines were short-stroke. The 3-cylinder engines were equipped with a distributor pump, and the 4-cylinder inline engine in the 5000 model had a rotary pump. The 5000 featured a 12″ drive clutch instead of the 11″ found in other models, and an independent power take-off (PTO) was standard regardless of the drive clutch. Alongside the Select-O-Speed, all models were available with an independent 1000 rpm PTO and a road PTO. The hydraulics worked independently of the clutch in all models. Hydraulic functions included draft control, stepless position adjustment, and lift speed control. The 4000 and 5000 models had planetary final drives on the rear axle, and the brakes were oil-immersed disc brakes. Initially, the 2000 model lacked a differential lock.

Six-cylinder engines were installed in the sturdy 5000 model in many countries. The Finnish version was the OK-6, produced by the official importer Orasvuori's machine shop, with a 5.9-liter engine delivering 113 hp SAE.

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Ford 2000 – 5000

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

Here is the translation of the text into English:

Ford-based models from the independent County company were sold in several countries through the Ford organization. In most County products, all wheels were the same size, and each front wheel had a separate drive shaft. In addition, County built models equipped with high ground clearance as well as Four models with smaller front wheels before Ford had its own four-wheel-drive versions. Besides Fords, County also supplied four-wheel-drive technology to IH and Leyland factories.

The first County tractors from 1948 onwards were track tractors based on Fords. The first four-wheel-drive model was the County Four-Drive introduced in 1954, which was mainly designed for sugarcane plantations and did not succeed in Europe. Practical four-wheel-drive models were introduced in the early 1960s: the Super Four, based on the Super Major, and the Super Six, which used Ford’s 6-cylinder industrial engine. These were replaced in 1964 by the new Super 4 and 6 models as part of a new Ford series.

The model 654 Super 4, based on the Ford 5000, and its short-lived turbo version 854T were replaced in 1968 by the more powerful County 754 alongside the updated Ford 5000. The 954 Super 6 was also renamed 1004. It had 100 hp, and the rear axle was stronger than before. The County 1124 was a larger 6-cylinder model, followed in 1971 by the County 1164, which used the Ford 8000’s engine but was otherwise based on the 5000/7000 technology. The design was new, more angular, and featured a factory-installed cab designed by the Swedish company Hara. In 1971, a parallel model to the 754 was also introduced, the turbocharged 944 based on the Ford 7000.

Later 1164 models were based on the Ford 7600, and the 764 models on the Ford 5600 technology. Larger models included the 1254 (Ford 8000/8600) and 1454 (Ford 9000/9600), introduced in 1972.

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County

County 654-1454

County Forward Control was first introduced in 1965. Its basic structure corresponded to other County models. Only the cab had been moved forward, and the operation of the controls was done via cables and rods. On top of the frame, there was a mounting place for the actuators, similar to those on work machine carriers. At the rear, there was a conventional lifting device. The cab was an independent unit that could be easily detached for maintenance. Safety requirements in some countries mandated a safety frame outside the cab.

The first model was the FC 654, followed in 1968 by the FC 754. More successful was the FC 1004, introduced in 1967, equipped with a 6-cylinder Ford industrial engine. In 1971, updated models FC 754 and 1004 were introduced, representing the 4- and 6-cylinder versions.

In 1977, the model was updated to conform to the Ford 600/700 series and the model designation became FC 1174. The cab was now on the right side of the frame. Fuel tanks were installed on both sides of the frame. A couple of years later, the engine was sourced from the Ford TW10 and the model designation changed to FC 1184. In newer models, for example, the brakes, clutch, and differential lock were hydraulically operated. The load capacity of the 1174/1184 was as much as 7,300 kg.

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County 754-1184 Forward Control

Ford's largest model range in the early 1970s was represented by the American-origin 8000 and 9000. The engines were 6.6 liters, used in numerous later models as well, and a Dual Power quick-shift transmission was available as an option. Other features included a 13″ ceramic clutch, draft arm sensing, and hydrostatic steering. The tractors were available with both long and short wheelbases, as well as front wheels mounted side-by-side under the frame. The powertrain in these models was entirely unique, but the rear axle was partially reinforced and taken from the 5000 series.

The 8000 was introduced in Europe at the end of 1968, with the turbocharged 9000 arriving a year later. The differences between the models were minimal. In Europe, the cab used was the Swedish Hara (lower photo).

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Ford 8000 – 9000

In the spring of 1968, the Ford model lineup was updated. At that time, the design was changed, the old Dexta and Major names were permanently retired, and the engine power of the two largest models was increased. The power classes were 2000 (36 hp), 3000 (45 hp), 4000 (61 hp), and 5000 (74 hp). The 5000's engine had a displacement of 4.2 liters, replacing the previous 3.8 liters. The update also brought changes to the hydraulic pressure relief valve, power take-off, gear shift, and clutch. The 2000 received the same 8+2-speed transmission as the larger models. The 3000 used an inline pump, while the others had a distributor pump.

The Fords were technically quite conventional. The 4000 and 5000 models featured a power take-off independent of the driving clutch. The 5000 had power steering. The cab of the 1000 series in Finland was initially from Salo, then from 1971-72 factory-installed Fieco, and from 1972 onwards the Swedish Hara.

In the fall of 1971, the lineup was expanded with the turbocharged 7000 (90 hp). The 7000 had a 13" clutch and offered, especially for semi-mounted machinery, a Load Monitor PTO torque sensing system, which, in addition to push-rod sensing, detected drivetrain load using a spring placed on the shaft of a small bevel gear.

At the end of 1973, the grilles of the 2000 and 3000 models were renewed, and the Dual Power reducing range became an optional feature for the 5000 and 7000 models. Prior to that, there was a 10+2-speed Select-O-Speed transmission, which included many low-speed gears. For the first time, a 1000 RPM PTO was also available as an option. The noise level of the 4000 and 5000 models dropped to 88 decibels.

There were many national special versions of this series, especially of the 5000. In France and the Benelux countries, a 39-horsepower 2000 Super was sold. Belgian production was represented by the model 3055 (54 hp), introduced in 1970. The 6-cylinder 5095 was modified from the 5000 by the Belgian Ford industrial engine importer EVA by fitting the 2704E engine (95 hp) onto a subframe they manufactured, which was also sold to County. Correspondingly, EVA's 7400 was equipped with the 2714E engine. These models were sold only in France and a few other countries. The equivalent model for Germany was the 6500, and the more powerful version was the 6500 S. Four-wheel-drive front axles were also installed on various models in several countries.

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Ford 2000 – 7000

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

The lesser-known County Ford variant is the High Drive. The first high ground clearance version was introduced in 1958 and was based on the Fordson Major. In 1965, the 652 High Drive based on the 5000 model was introduced, followed a couple of years later by the 752H. In 1975, the 762H based on the 6600 was introduced, which continued with the same model designation also as a model based on the 6610. Ground clearance with standard tires was 80 cm and 90 cm when equipped with 9.5R48 row-crop wheels. The County High Drive was only available as a rear-wheel-drive model. Power was transmitted to the wheels via a vertical gear shaft. Optionally, a lower-placed lifting device was available, which allowed the use of standard implements. County also offered a conversion kit that allowed an old 4-cylinder Ford to be converted into a high ground clearance version. Small quantities of larger High Drive models, the 962H and 1162H, were also produced.

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County 652-762 High Drive

The Ford factory stuck to its own production of rear-wheel-drive models and left the four-wheel-drive models to others. Four-wheel-drive conversions with small front wheels were offered for Fords by Roadless and Selene (Manuel). County also got interested in competing with these and introduced the 4000-Four. This was followed by corresponding models of the 4600, 6600, 7600, 6700, and 7700. These were equipped with both Ford cabs and Hara flat-floor cabs. The County Four models had a differential lock from the start.

When the 10-series was introduced, County versions of the 6610 and 7610 were presented, but at this point Ford’s own, cheaper four-wheel-drive models had taken over the aftermarket's business. Ford’s four-wheel drive was also significantly more agile than County's. Additionally, County still used the old unsynchronized constant mesh gearbox. In the last E-models, County switched to cheaper Carraro front axles.

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County 4000-Four – 7610-Four

The followers of models 8000 and 9000 in the spring of 1972 were the American-origin 8600 and 9600, the latter of which was equipped with a turbocharger. Compared to their predecessors, the 8600 and 9600 featured improved hydraulics, brakes, steering, and power transmission. Modern technology in the lineup included the Dual Power downshift quick gear, hydrostatic steering, draft sensing, and a 1000 rpm power take-off. The Hara cab was quite austere. In 1975, the production of these models also began in Belgium. At the same time, the brake discs were enlarged and the hydraulic pump was renewed.

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Ford 8600 – 9600

At the end of 1975, the 1000 series was replaced by the 600 series models. A year later, a new cab was completed, representing the best of its time. The technology in the 600 series remained largely unchanged. Power steering was now also boosted in the smaller models, except for the 2600. Electricity was now produced by an alternator. The hydraulics were more efficient than before. Up to the 3600 model, the hydraulic pump was powered by a gear at the rear end of the camshaft, but it was now a gear-type pump. Additionally, in these models, the rear axle was implemented without reduction gears; the brakes were drum brakes, and the power take-off engagement was based on a dual clutch instead of the hydraulic multi-plate clutch used in the larger models.

In 1978, the lineup was complemented by the 54-horsepower 4100, which also had a 3.0-liter engine like the earlier 3055. Otherwise, the technology mostly corresponded to that of the 4600. To reduce the price, the 4100 was sold in Finland with the Syvänen cab. At the same time, four-wheel-drive models of the 3600 and 4600 were introduced, featuring a front axle manufactured by Carraro. The lifting capacity of the 4600 was increased in 1979.

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Ford 2600 – 4600

At the end of 1975, the 1000 series was replaced by the 600 series models. In the lineup, two models replaced the former 5000: the 5600 with 68 hp and the 6600 with 77 hp. The transmission in the 1000 series was the familiar non-synchronized 8+2, which had the drawback of lacking a fast cultivation gear: the top speed of the six-cylinder was 12 km/h. As an accessory, there was a reducing Dual Power quick shift, whose control lever had been moved to the right on the dashboard. The lift cylinders on the four-cylinder models were larger than before, and hydraulic oil filtration had been improved. The Ford 6600 was the best-selling tractor model in Europe throughout its entire production history.

In the summer of 1976, the new Q cab was completed, representing the best of its time. The cab was factory-installed but manufactured by GKN Sankey. In 1978, four-wheel-drive models equipped with ZF front axles were introduced. They featured a limited-slip differential, engageable four-wheel drive while moving, and a 10.7-meter turning radius in the 6600 model.

In the 1980 models, the lifting capacity of both the 5600 and 6600 was increased from earlier versions. At the end of 1980, the 4.2-liter engine in the 6600 and 7600 was enlarged to 4.4 liters.

There was also a six-cylinder conversion of this model series made by the Belgian company EVA, marketed under the designation 7095. It was sold, among other places, in Germany. The 7095 was also, in many respects, less well-equipped than the 7600.

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Ford 5600 – 7600

The redesigned 6-cylinder models 8700 and 9700, successors to the 8600 and 9600 models, were introduced in 1976, with power outputs of 127 and 146 horsepower. The 9700's engine was turbocharged. In these models, the transmission and hydraulics (capacity of 60 l/min) were more robust than those of the smaller models. A significant technical difference was the draft control system. In 1977, alongside the rear-wheel drive versions, Ford introduced its first four-wheel drive models, whose ZF axle's 13.8-meter turning circle diameter set records alongside the tractor's height of over 3 meters. The length and wheelbase of the rear-wheel drive models were considerably shorter than those of the previous models. The international launch of the series took place in Finland, at Dipoli in Espoo, in August 1976.

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Ford 8700 – 9700

Alongside the 6600 and 7600, larger and better-equipped parallel models 6700 and 7700 were introduced in the autumn of 1976. These models featured, among other things, hydrostatic steering, Load Monitor tractive force sensing, a 1000 rpm power take-off, and a Dual Power low-range quick shift operated by a foot pedal as standard. The flat-floor cab equipped with suspended pedals was very tall.

The front axle was different from that of the 6600 and 7600. From 1978 onwards, the 7700 was also available with a ZF-driven front axle. The production program also included the 5700 model and the 6-cylinder 8100, designed for demanding market areas, which used a 6.2-liter truck engine. There were at least three distinct versions of this model for different national markets. The British 8100 was manufactured by County, and the French by EVA.

The engines of the 6700 and 7700 also grew to 4.4 liters for the year 1981, and the 8100 was replaced by the 8200.

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Ford 6700 – 8200

The Counties introduced in the latter half of the 1970s were based on Ford's 600 and 700 series. The 4-cylinder models were the 774 and 974. The 6-cylinder models were represented by the 1174 and 1474. In 1979, the 1164, 1184, and 1474 TW were introduced, partially based on the TW series. The largest model in the series was the 1884 (195 hp), based on the TW-35. In the early 1980s, the lineup was updated with the Ford 10-series technology. However, the transmission was still the old 8+2 (16+4) constant mesh, and the cab remained the Hara, except for the largest models. The 764 and 964 were sparsely equipped basic models, which were also available without a cab. In the early 1980s, Counties were also produced with Perkins engines, mainly for South Africa.

After Ford introduced its own four-wheel-drive models, the County began to decline. After going into receivership in 1983, ownership changed and production was wound down in the latter half of the 1980s. The last Counties were produced in 1990. The final models were the 764 (82 hp), based on the 6610, and the 1164 and 1184 with 110 horsepower.

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County 764-1884

In 1977, Ford made a deal with Steiger to market the Steiger Panthers in Ford colors. The model designation followed the TW series, using FW to indicate four-wheel drive. In North America, the lineup included models FW-20 (210 hp), FW-30 (265 hp), FW-40 (295 hp), and FW-60 (335 hp). The smallest was equipped with a 9.1-liter 32-valve V8 Cummins engine, and the others had a 14.7-liter V8. The largest model was turbocharged.

Mostly the FW-30 model was brought to Europe, which, however, was rated to have power equivalent to a model with a higher number. The transmission was a mechanical 20+4 constant mesh. A top speed of 35 km/h was quite high for a large tractor. The optional power take-off was electro-hydraulic and did not transmit the full engine power. Sales ended in 1982.

However, in 1984, the FW-60 model came to Europe, whose engine had been replaced with a turbocharged and intercooled 14.0-liter Cummins producing 325 hp. The hood was now entirely white, and the four lights had been replaced with two angular ones. The fuel tank had grown to over 1000 liters. The following year, an automated transmission was offered. Sales ended in 1986.

The FW-25 and FW-35, as well as the FW 280/310/335/375/400 introduced in 1986, were manufactured by Waltanna. The history of these models was brief, as Ford New Holland bought Versatile the following year.

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Ford FW-20 – FW-60

The successor to the 8700 and 9700 models was introduced in the spring of 1979 as the TW series. It was the first Ford lineup in which all-wheel drive models were taken into account during the design. However, the turning circles were still impressive because the front axle was the old ZF with a side driveshaft. The TW models matched the preceding models in appearance and dimensions but were lighter than before. The lubrication and cooling systems of the engines were improved, and the oil pump was now driven by the crankshaft. The steering had its own pump. The transmission was made faster, and the rear axle, differentials, and power take-off were reinforced compared to their predecessors.

The TW-10 and TW-20 were nearly identical in terms of technology, except for the turbo, while the intercooler-equipped TW-30 was slightly more robust and had a more powerful hydraulic system. Its front end was longer due to an additional fuel tank. The clutch on the TW-20 and TW-30 was 14 inches and equipped with a ceramic clutch plate. These models also had hydraulically assisted brakes. The TW-30 featured a new, more powerful hydraulic pump. TWs were manufactured in Belgium.

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Ford TW-10 – TW-30

The 10-series Fords were introduced in the autumn of 1981. The most important innovation was the synchronized 8+4 transmission, with the gear levers mounted on the steering column. The brakes were now oil-immersed disc brakes even in the smallest models. The smallest models, 2610, 2910, and 3610, were not brought to Finland. Instead, the 3910, which soon replaced the 3610, was also introduced in Finland, but only in a rear-wheel-drive version. In the 2910 and 3910 models, the difference compared to the smaller models with 300 less in their number was a stronger rear axle equipped with reduction gears.

In the small 10-series models in Finland, except for some of the first imported units, there was a low LP cab manufactured by Sekura, except for the 4610, which had a Q-cab made by GKN. The front axle of the four-wheel-drive models was still produced by Carraro, the drive shaft was positioned off the centerline except in the 4610, and the turning circle was larger than in the bigger models. In the spring of 1984, the front axle was replaced with a center-axle-driven type. At the same time, the LP cab received wider doors, new fenders, and improvements to the controls.

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Ford 2910-4610

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In the autumn of 1981, the larger models of the newly introduced 10 series were equipped with a slightly updated Ford cab, whose pedals were still operated through the floor up to the 7610 model. The 5610 and 6610 could also be fitted with a cheaper, 18 cm lower LP cab made by Sekura. In a few countries, a higher-roofed AP version by Sekura was also sold.

With the 10 series, Ford was, for the first time, a serious contender in four-wheel drive tractors. ZF’s new front axles were agile and four-wheel drive had otherwise also been taken into account in the model range’s design. The front-wheel drive shaft was positioned along the tractor’s centerline, and the maximum steering angle of the front wheels was 51°.

The 10 series featured a new synchronized 8+4/16+8 transmission, with the control lever located under the steering wheel up until the 7610 model. A creeper transmission was available as an option. Now, Ford also offered a quick harrowing gear. All 10-series models still had draft sensing. The 8210 featured the familiar 6.6-liter engine from the TW series, a clutch with a ceramic plate, and a heavier-duty rear axle compared to other 10-series models. In both the 7710 and 8210, the Dual Power control was now electrically operated on the dashboard, as was four-wheel drive engagement.

In 1983, the much-criticized shift pattern of the steering column shifter was changed, and the LP cab doors’ hinges were moved to the rear edge. The front axle was replaced with a stronger version in 1984. At the same time, the 7910 was introduced, which only arrived in Finland as part of the Mark II range. In 1985, hydrostatic steering was introduced. The hydraulic valves featured flow control, adjustable pressure relief, and it was possible to disconnect hoses even under pressure.

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Ford 5610-8210

The second generation TW series was introduced at the beginning of 1983. The TW-25 shifted in external dimensions to the same size class as the TW-35. Engine power had increased slightly in all models, and the TW-15 was also equipped with a turbocharged engine. Lifting capacity had grown, and thanks to the new ZF front axles, the tractors were much more agile than before. The wheels now turned 50 degrees, and power transmission occurred through the central axle, except for the TW-35 model.

Unlike the smaller 10-series models, the TW series gearboxes were still unsynchronized. The use of Dual Power was now operated by a foot pedal, as in the 7710. Beneath the models imported to Finland was the 118-horsepower TW-5. Additionally, rear-wheel drive models were not imported to Finland.

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Ford TW-15 – TW-35

The updated 10-series tractors were introduced in 1985. The most important improvements were hydrostatic steering and a new quiet DL cab, where the gear lever was moved to the floor, as well as the Dual Power control to the left heel electric pedal. The pedals were finally made of the suspended pedal type. The hydraulic dual pump and trailer brake valve were now standard. The fuel tanks were larger than before and were now located under the cab. The front axle in the 4-cylinder models was now manufactured by Carraro.

In the Finnish market, the 5610 Farmari was sold as a true basic tractor, featuring an LP cab, unsynchronized 8+2-speed transmission with gear levers positioned in the center, smaller cross-ply tires, only one external hydraulic valve, and other equipment reductions. The last Farmari models had 16.9R34 tires and 2 hydraulic valves. In some countries, a 65-horsepower 5110 was also sold.

In July 1987, the dashboard was changed from blue metal to black fiberglass, and the speed increased to 40 km/h. The door handles and pillar trims also changed to black.

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Ford 5610-7610 Mark II

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"Also, the large 10-series tractors received the Mark II designation with the new DL cab. In the Finnish import lineup, a new addition was the diluted version of the 8210, the 7910, for those who wanted a 6-cylinder 100 hp tractor. A couple of years later, however, the matter was reconsidered, and a 100 hp 6-cylinder model based on the 7610 was created. The model number for this was 7810. The larger models of the 10-series featured powerful hydraulics but were still equipped with draft control by sensing the lift arms. Starting from the summer of 1987, all models had a Carraro front axle and a black fiberglass dashboard."

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Ford 7710-8210 Mark II

In 1985, the second generation of the 10-series was introduced. In the smaller models, changes were minor. However, the clutch disc had grown from 280 mm to 330 mm. The updated cab was called the S-cab instead of the previous LP. In Finland, the high roof section was standard. The production line also included a lower version, which, for example, was 233 cm high in the 4110 model.

In the years 1988-89, the smaller models were also known by the designation Mark III. The technical specifications correspond to those of the Mark II models. A digital instrument cluster was available as an optional extra.

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Ford 2910-4610 Mark II ja Mark III

The updated TW models were introduced at the same time as the 10-series Mark II models in 1985. The lifting capacities of the updated models increased by over 2 tons. The cabin underwent similar updates as those in the 10-series. A digital instrument panel was available as an optional extra.

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Ford TW-15 – TW-35 Mark II

The 10-series selection was renewed for the year 1989. The familiar 6610 (82 hp) was replaced by the 6410 (80 hp) and the turbocharged 6810 (90 hp). The 5110 model was still not brought to Finland. The engines were now equipped with a distributor pump and a more spacious cylinder head. The turbo models had a viscous fan that operated only when needed, thus consuming less power. An electronic instrument panel and electronically controlled speed shifting from the cab were optional extras. The Dual Power foot pedal returned to its traditional position between the clutch and brake pedals.

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Ford 5110-7610 Mark III

In the largest 10-series models, the third-generation changes were minor. The 7710 and 7910 were removed from the lineup, although the 7910 was still sold at least in France. The 8210 received a new, more robust rear axle and an additional auxiliary cylinder for the lifting device. The 8210 also featured, for the first time, an electronic control system for the lifting device and draft sensing. An electronic instrument panel was available as an optional extra. The Dual Power pedal was now located between the clutch and brake pedals.

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Ford 7810-8210 Mark III

The Versatile factory closed in the summer of 1986 due to weak demand. In February 1987, Ford announced it was purchasing Versatile. For the year 1988, a streamlined model range was introduced, where, for example, models 756, 836, and 856 were replaced by a single model: 846, which had a power output of 230 hp. The tractors remained the same color in the first year. They were painted in Ford’s blue colors in 1989. The engines were the same 10.0-, 14.0-, and 18.8-liter Cummins as before. A 12-speed full powershift transmission was available for the three middle models.

The stated turning circle diameters in the smaller models are at this stage larger than before because they were measured from the outer edge of the dual wheels rather than from the centerline of the inner wheels, as Versatile had traditionally done. The weights listed are also so-called working weights and not dry weights as previously.

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Ford Versatile 846 – 1156

The Ford TW series was redesigned into the 30 series at the end of 1989. Only one of the updates was significant: the 30 series featured a Powershift transmission with speeds of 18+9. The transmission, implemented with nine clutches, allowed skipping gears. In direction changes, the engaging reverse gear could be programmed to be faster or slower than the forward gear. The basic transmission was the familiar non-synchronized 16+4 Dual Power, but it was not brought to Finland. The 40 km/h version of the Powershift was also not imported to Finland.

The rear axles were more robust than before. Hydraulic output was raised in the smaller models to the level of the largest. As an optional extra, an additional pump was available, increasing the output to 108 liters. The largest engine, with 186 horsepower, had a higher peak torque than before. The Super-Q cab came standard with a digital instrument panel, a driving computer equipped with radar, an air-suspended seat, and air conditioning. There was also a longer version of the 8630 model with a larger wheelbase similar to bigger models, but only the shorter model was imported to Finland.

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Ford 8630-8830

At the end of 1989, the 3-cylinder tractors of the 10-series were renewed as the 30-series. The lineup consisted of the 3430 (45 hp), 3930 (51 hp), 4130 (56 hp), and 4630 (61 hp). In the autumn of 1990, the series was complemented by the four-cylinder 4830 (65 hp). The cabin was now a flat-floor "Deluxe-Q" model with a noise level of 82-84 dB.

The transmission was a new fully synchronized 8+8 with a direction reverser. From the 4130 onwards, the road speed in Finland was 40 km/h. The number of field gears remained small, as in the 5…15 km/h range only gears 7.2, 10.5, and 11.2 km/h were available. The last mentioned, which was the fastest in that range, was also too fast when starting with a load. This issue could be solved with an optional Dual Power lowering quick gear. The 13" clutch was heavy-duty for a small tractor.

The hydraulic performance values were modest, but from the 4630 onward there was a second pump and auxiliary cylinders for the lifting device as standard, which allowed a lifting capacity of 2600 kilograms. The steering was now hydrostatic.

In 1993, the more powerful 5030 (70 hp) was introduced, which replaced the 4830 in Finland. At the same time, the Economy LP cabin was offered, featuring two-part door windows, smaller rear fenders, and a lower roof section. The renewed 4WD front axle offered a 55-degree steering angle instead of the previous 52 degrees. The front axle of the rear-wheel-drive models was also new and stronger than before. In some countries, the more powerful 5630 was also introduced to the market.

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Ford 3430 – 5030

The successor to the popular 10-series Fords, the 40-series was introduced in early 1992. The tractors were significantly more thoroughly updated than both smaller and larger models had been when they moved to the 30-series. In the 40-series Ford used large-capacity PowerStar engines: the 6640 and 7740 models received a new 5.0-liter unit, and the 8240 and 8340 were fitted with a 7.5-liter unit. The steering angle of 55 degrees gave the four-wheel-drive versions best-in-class maneuverability.

The cab, called SuperLux, had a noise level of about 77 dB. Within the 40-series there were two trim levels: SL and SLE. The SL had mechanical draft-arm sensing, a gear-type hydraulic pump, and an analog instrument panel. The SLE added an electro-hydraulic top link, lower-link draft sensing (not on the 5640), a variable-displacement pump, and an electronic monitoring system. Other SLE equipment included a rear window wiper, an adjustable steering column, and a Comfort seat. The SL’s transmission was the fully synchronized 12+12 SynchroShift, and all four-wheel-drive versions were limited to 40 km/h on the road. The SLE models offered a 16+16 ElectroShift gearbox with a four-stage Powershift built around two wet multi-plate clutches; the forward/reverse shuttle, however, remained mechanical. The electro-hydraulic hitch featured a traditional-looking position lever designed to help conservative customers feel at ease with the new system.

In 1994 Ford added a third transmission option: SynchroShift with a Dual Power down-shifting Powershift. That same year the 8340’s output rose to 125 hp.

At the start of 1995 the Ford badge on the grille was replaced by New Holland branding, the frame paint changed from blue to gray, the cab roof from white to blue, and the wheel hubs from blue to black. The Carraro front axle was replaced by an in-house Italian design from the same corporate group.

In early 1996 the rear fenders were redesigned and the bottom step made removable. The electro-hydraulic hitch gained an anti-sway function, and the SLE seat was made to swivel in both directions.

In Italy and in a few other markets traditionally loyal to Fiat, the 40-series was sold in its later years in Fiat colors as the New Holland S-series.

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Ford 5640-8340

In the Ford 80 series, Versatile's technology was placed under more rounded bodywork. The engines were Cummins of the same displacement as before, but with four-valve technology and a torque increase raised to about 35%. The mechanical transmission now had synchronized basic gears. The full powershift was available only in the two middle models. In this system, the gear lever could be set to neutral while driving, and when the speed dropped to the desired level, the automatic system would select the appropriate gear when the gear lever was pushed forward. The brakes were still based on a single 508-millimeter disc brake mounted on the drive shaft. The hydraulic output and lifting capacity were slightly increased. Four hydraulic blocks were standard. The cab was adapted to the style of Fords, and the noise level was reduced to 78 decibels. The exhaust pipe and air intake were moved closer to the pillars. A wheel slip monitor was available as an extra feature. The two largest models could be equipped with triple wheels side-by-side.

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