Ford

County, which manufactured Fordson-based crawler tractors, conducted a few wheeled tractor experiments in the 1950s. The first was the 1954 Four-Drive, a crawler tractor equipped with wheels. Usage applications were hard to find, except for the sugarcane plantations in Puerto Rico. The County Hi-Drive was a raised version of the Fordson Major, also targeted at sugar growers. The Highway Dexta was a road version of the Dexta compliant with British traffic regulations. In addition, County fitted half-track conversions to Dextas and Majors.

In 1961, County introduced the Super-4. This tractor, based on the Fordson Super Major, had four equally sized wheels. Power was transmitted to the front axle separately via shafts on each side of the frame. Due to this solution, the Super Major’s differential lock now affected all wheels. A downside was the large turning radius.

The front axle utilized many standard components from Fordson and the Ford Thames Trader. The engine was the standard 52-horsepower Super Major unit, and the transmission was 6+2. The wheelbase was 180 cm, over 20 cm shorter than the Major.

In 1962, the more powerful 95-horsepower Super-6 was introduced, to which County had fitted Ford's 5.4-liter 590E industrial engine. The engine hood was completely redesigned for this model.

Tractors

County Super-4/6

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

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

More from this manufacturer

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 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 Ploughmaster 115

Malli

Hinta (sis. alv)

Series specifier

Manufacturer name

Model specifier

Imported to Finland

Years

First year sold

Last year sold

Engine model

Cyl/Turbo/Intercooler

Displacement

Bore x stroke

Power

Power speed

Rated power hp/rpm DIN

Rated power

Rated speed

Max power hp/rpm DIN

Max power

Max speed

Rated power hp/rpm ISO

Max power hp/rpm ISO

Max power hp/rpm

Rated power hp/rpm ECE

Max power	hp/rpm ECE

Rated power hp/rpm SAE

Rated power hp/rpm PTO

Rated power hp/rpm engine pulley

Rated power hp/rpm

Torque Nm/rpm

Torque Nm/rpm ECE

Torque Nm/rpm ISO

Torque Nm/rpm SAE

Torque Nm/rpm DIN

Gears

Creeper speeds

Synchronized gears

Powershift gears

Reverser

Speeds in km/h

Max. speed 

Hydr. flow l/min

Hydraulic pressure

Lift controls

Lift capacity

PTO speeds

Brakes

Steering

Turning circle m 2WD

Turning circle m 4WD

Front tyres 2WD

Front tyres 4WD

Rear tyres 2WD

Rear tyres 4WD

Weight 2WD

Weight 4WD

Height with cab

Length (2WD/4WD)

Wheelbase (2WD/4WD)

Fuel tank

Cab noise level

Solid cab

Diff. lock

Autom. differential locks

Air suspension seat

Air conditioning

Trip computer

Creeper gear

Sylinterien lukumäärä

Iskutilavuus

Iskusuhde

Suurin vääntömomentti, Nm

Suurin vääntömomentti, r/min

Vääntömomentin nousu

Polttonesteen kulutus suurimman tehon pisteessä

Kytkimen tyyppi

Ajovoimanotto

Nopeus eteenpäin moottorin nimellisnopeudella, pienin

Nopeus eteenpäin moottorin nimellisnopeudella, suurin

Jarrut

Hydrauliikan suurin paine

Hydrauliikan suurin tuotto

Nostolaitehydrauliikan hallinta

Ulkopuolinen hydrauliikka, venttiililohkoja

1-toimisia

2-toimisia

Nostovoima (kN=100 kg)

Hydrauliikan tyyppi

Kääntöympyrän halkaisija ilman ohjausjarrua

Eturenkaat

Takarenkaat

Kokonaismassa säiliöt täynnä vakiovarustein

Etuakselipaino

Taka-akselipaino

Suurin korkeus (ohjaamon ylimpään kohtaan)

Roadless Ploughmaster 120

Roadless 115/120

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