EBRO TRACTORS

This forum is for the Fordson New Major, including the Super Major and the Power Major.
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shepp
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EBRO TRACTORS

Post by shepp »

The posting "Tractor number begin and end with star" by "Philip" under this section for the New Major has a query from the member who thinks he may have an Ebro engine in his Roadless Major. From what I have experienced some of what has been presumed and written about the Ebro marque is incomplete and incorrect, so I have posted what I have found out about these tractors so far over the years as a reply to "Philip". If you are interested in Ebro have a look at the posting "Tractor serial number begin and end with star". If you have further information or if I am incorrect on a point then please post a reply!

If you visit "You Tube" and search "Ebro tractor" and "Motor Iberica", it will throw up a number of interesting videos taken by Ebro enthusiasts in Spain showing working events and tractor restorations - the preservation movement for these tractors appears strong in Spain as it is for Fordsons in the UK! Also listed are a few official films of the works. One of these dates back early to the original "Ford Motor Iberica" days when Ford owned the plant from the 1920's to 1954.
Others are from the mid 1950's to early 1960's under the ownership of Motor Iberica and show various versions of the Fordson Major tractor being produced alongside versions of the ET6/ET4 and Thames Trader trucks. Manufacturing and assembly of engines and other components are shown.

Fordson Major type tractors were built under licence at Barcelona from 1955 onwards, NOT 1964 as many people believe, and as some have written about the brand.
1946 E27N, 1952 Major Diesel, 1959 Power Major, 1962 Dexta, 1962 Super Dexta, 1963 Super Dexta NP, 1964 Super Major NP, 1965 Super Dexta 3000, 1966 Major 4000, 1967 3000 PF, 1994 5640,plus Basildon built NH.

Billy26F5
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Re: EBRO TRACTORS

Post by Billy26F5 »

I think we need to get lots more information on what Ebro did (brochures, manuals and service letters would be ideal for this) but as it stands I'll try to go through what I know and hopefully cover as much as possible as accurately as possible.
Although the story really starts in 1920 with the founding of Ford Motor Iberica SAE, I would say that the most important details relevant for this story were already covered by Shepp. This now brings us to 1953, when Ford finally got approval to build Major's and Thames ET6's in Barcelona. But things were far from sorted, as the Franco dictatorship wanted to control much of what was happening in the factory and to get a very high proportion of the money. This eventually led Ford to pull out of the agreement just 1 year after getting hold of it, causing Ford Motor Iberica SAE to become Motor Iberica SA. But all doesn't seem to have been lost, as allthough the money was now entirely Spanish, Ford were still in charge of the designs, so there wouldn't be any notable changes to either vehicle that Ford weren't making anyway. It was now in mid to late 1954 that the Ebro trade mark was registered. By March 1955 the designers had decided what to do, but even the plan they had here couldn't quite be met initially. The factory had no tools for making either Major's or ET6's, so somehow Ford agreed to send some of its own production to Barcelona for eventual sale by Ebro, but not badged as Ford products. Instead, Motor Iberica would make its own look alike badges to take the place of the Ford ones, but in the rush to get things going the tools for the Major's new Ebro Diesel badges got delayed, meaning that until the end of 1955 or early 1956 a much cheaper and simpler arranegement was used instead, using a simpler wheatsheaf than intended and side badges with a plain Diesel very simply made. This makes the 1955 tractors very distinctive, and there are many around right now, but remember that apart from the badges they're all EnFo including the serial number, and they might well have started with Fordson badges.
Some pics of the early badges, Billy got these at some point, but while the holes would be expected to factory standards Billy has some much less professional looking ones, making it clear that Billy got these at a dealer, and not at the factory, therefore Billy was sold as a Major, not an Ebro (not the greatest of pics). Both used to be blue when they were still on Billy:
Image
The chrome colour you see here below wasn't there when we came, but after using some elsewhere I thought I would use it up on here, it used to be have a white background with a green wheatsheaf, red gear and white letters:
Image
The B-35 lorry (3 1/2 ton ET6 4D) did seem to have more diferences, notably the wheels had five instead of six studs, but the engine was certainly Ford, and I suspect the gearbox and axles were too, but not the hubs as they were definitely different. The five stud wheels would remain a main feature for a very long time. In March 1955 a lorry and a tractor were given the new styling and sent for inspection by Franco, these two porbably can be referred to as Ebro's first sales once approved at the highest level (it is worth noting that the Major used for this inspection had a handbrake, a feature that would never be seen on anything else Ebro sold, I suspect because they didn't trust the Spanish farmer to always ensure it's not on when moving). The colours also look unusual.
Here's a brief film of that, note it's Franco propaganda that was very difficult to get away from.
https://www.youtube.com/watch?v=9z2fjcr ... lAutomovil
The first tractors to use the factory appeared in late May 1955 and the first lorries in July and although they were well recieved the selling rates were at this stage fairly low.
Here's a brochure I already posted somewhere else:
http://4.bp.blogspot.com/-NBnXSqPLlS0/V ... 1322_n.jpg
https://scontent-mad1-1.xx.fbcdn.net/v/ ... e=64870C7C
By 1956 the full Ebro Diesel badges were ready and would become the std. fitting for many years to come.
This is an unusual one as it has a much later front end (bonnet, front cowling, front casting and axle beam, and headlights):
https://www.flickr.com/photos/67638741@N00/1697356204/
The first major change came in 1957, when the Mk2 engine appeared, as far as tractors are concerned this was as significant as elsewhere except for the fact that no live clutch was offered until 10 years later, but the lorries were a different story. As Ford began making Thames Trader's Motor iberica wanted to carry on with the B-35 (and perhaps the B-45 but I'm not sure when that one appeared) so the Thames Trader 4D engine was adapted to fit Ebro's version of the ET6, which would now have more Spanish parts. When anyone wanted a lighter tractor or a heavier lorry Ford were shipping Dexta's and Thames Trader's over to fill in the gap.
Here's a video of a Mk2:
https://www.youtube.com/watch?v=2LpKohB ... =cmpcarlos
This situation would again change when Ford introduced the Power Major. It's from this point that both vehicles would have Spanish made engines, with several foundries casting all main parts rather than the single Thames Foundry at Dagenham. A new type of serial number appeared from here on, it listed the number of sales from the first in 1955, and had a prefix denoting the final digit of the year and the letter T for tractors or the letter C for lorries. About this time an industrial engine was also offered, but it would never be a big seller as there were no companies around to make use of them, nevertheless a few would be sold.
The industrial engine brochure:
http://www.pegasoesmicamion.com/MOTOR%20EBRO%20E4.htm
This tractor that was now mainly Spanish was still called Ebro Diesel, but a few Power Major changes would sneak in. The dash was of the Power Major style, but not the same, it had an oil pressure gauge and electric temp gauge plus a charging light, horn, indicator switch and throttle below the steering wheel and the ignition switch and stop control below, although the panel was different as the single piece High-Low lever would still be used. Markings were now Spanish (only on Spanish parts, as the regulator would still be from Lucas, injector pumps would be Simms for a while too, while the starter and dynamo were Hurricane, a local company), making it easier for the farmers to understand without the instruction book, which also changed a bit. The side lights would be replaced by side/rear type lights in use as indicators and a brake light would be added to the rear light on the top cover (in a dual filament bulb). The grills would be silver, and the battery tray would revert to the single 12V battery type as used by Ford before 1956. Although the engine would look slightly different, it would remain to Mk2 spec, with early delivery valves and NL141 injector nozzles. Front wheels would remain unchanged until a bit later (possibly a few months), when the Power Major type would appear, the scalloped rear centres would take much longer to appear. Check chains would now be of the heavy duty type instead, and although I've never seen this I suspect the rear axle and hydraulics changes of the Power Major were not made. When the injector pump bleed screw was moved a new 646 pump would appear, this would be used on the Ebro Diesel till the end.
A 1961 Ebro Diesel brochure:
http://www.pegasoesmicamion.com/tractor%20ebro.pdf
A B-45 brochure:
https://www.flickr.com/photos/67638741@ ... otostream/
https://www.flickr.com/photos/67638741@ ... otostream/
https://www.flickr.com/photos/67638741@ ... otostream/
https://www.flickr.com/photos/67638741@ ... otostream/
https://www.flickr.com/photos/67638741@ ... otostream/
https://www.flickr.com/photos/67638741@ ... otostream/
By this time the B-45 (larger 4 1/2 ton Thames ET6) was in production, and in 1961 a new tractor would appear alongside the Ebro Diesel: the Super Ebro. This was in effect the entry into the Super Class, but not as spectacular as Ford. This is because Motor Iberica was initially unable to make disc brakes, so the earliest Super Ebro's were to Super Major spec in the engine, hydraulics and front axle only together with a plate on the dash to replace the gear lever positions cast on the earlier top cover and a new set of check chains. Amazingly Ebro never changed the drop arm, something Ford were very clear about. The Ebro Diesel also had changes at this point, with holes in the tinwork for the new model's badges and also the gear pattern plate, and the new front axle. in mid 1962 a major achievement of 10000 tractors and 10000 lorries was celebrated.
Two more films, note it's also Franco propaganda.
https://www.youtube.com/watch?v=dJNthH1 ... rinogueira
https://www.youtube.com/watch?v=jChKhjO ... eirosDodge
I would say it was in late 1962 that the disc brakes and diff lock were finally fitted, but as we all know Super Major's now had a minimec too, so Ebro never really caught up. It was around this time that the Ebro Diesel was given Super type badges with just Ebro written on them. This now meant that the bonnet lost the holes in the earlier position. Two new lorries appeared, the B-35C (like the B-35 but with a shorter snout) and the B-15 (like the B-35C but a 30 cwt lorry). By now Ford were going to move on to the NP's, so Ebro also decided to do so, but they would do it in late 1964. The two new models would replace the two they already sold and have several similarities and differences to earlier tractors, the Super 55 replaced the Super Ebro, and featured all the NP changes but was never available with the 3.5 ratio and it would need to wait about a year before a minimec would finally be fitted. The dash was still unchanged.
Super 55 brochure, many of you will recognise this one:
https://scontent-mad1-1.xx.fbcdn.net/v/ ... e=64871A09
https://scontent-mad2-1.xx.fbcdn.net/v/ ... e=64870A14
The Ebro 48 would feature the early Super Ebro footplates and mudguards , the later type check chains and an engine with the new NP head and otherwise the earlier Ebro Diesel features and pressed front wheels. Both models were in NP colours and used different badges to what had gone before. In early 1965 the non availability of the Narrow Dexta introduced a new model, the Narrow Super 55. This was similar in some ways to the KFD's but the front axle had more in common with the std. one than with the KFD one.
The Narrow Super 55 brochure:
https://scontent-mad1-1.xx.fbcdn.net/v/ ... e=64872794
https://scontent-mad2-1.xx.fbcdn.net/v/ ... e=64871545
A diagram showing the differences between the std. and Narrow models.
https://scontent-mad2-1.xx.fbcdn.net/v/ ... e=648708C8
Then in late 1965 the non availability of the Thames Trader prompted Ebro to introduce a new lorry range. This new C range went from the C-150 (30 cwt) to the C-550 (5 1/2 ton), and had the same basic chassis and engine as the previous range but a new cab designed to look like a Thames Trader and at last a minimec, which would also be taken up by the Super 55. The Ebro 48 seems to have been quietly dropped by now.
Some C lorry brochures:
http://www.pegasoesmicamion.com/CATALOG ... %20150.htm
http://www.pegasoesmicamion.com/CATALOG ... %20500.htm
http://www.pegasoesmicamion.com/CATALOG ... %20450.htm
http://www.pegasoesmicamion.com/CATALOG ... %20550.htm
At this stage Ford had completely abandoned Motor Iberica, and they were selling the D series and worldwide tractor range alongside Ebro stuff. MF decided to come in, hoping to get its own 100 series built in Barcelona, but it would need to wait to achieve this. In the meantime a new tractor would be introduced: the Ebro 160, in 1966. This would be based on the Super 55 but have a new minimec (P4630/A), a dual fuel filter and altered gear ratios but most noticeably new tinwork based on the MF 100 series but adapted to fit the Major. At last a tachometer (MF style) was offered, but the other gauges although repositioned remained unchanged. The ignition switch was moved up to under the steering wheel and the lower dash became simpler. A new set of much larger indicators was fitted, these were of a similar style to the Dexta side/rear lights but much larger. A Narrow model was still available. At around the same time Motor Iberica opened a new bigger factory near Bartcelona airport, but it wouldn't abandon its old factory for a while yet (this would be where the Ford tools would end up).
Another Franco propaganda film, this one shows the very beginning of the Ebro 160.
https://www.youtube.com/watch?v=HFWiFDs ... lAutomovil
Ebro 160 brochure:
https://scontent-mad1-1.xx.fbcdn.net/v/ ... e=64872368
https://scontent-mad2-1.xx.fbcdn.net/v/ ... e=648717ED
In 1967 the larger Perkins 6.305 powered C-700 (7 ton) was added to the lorry range (this had 8 stud wheels like a Thames Trader) and live PTO was offered, using a totally new design that didn't invert the positions of the high/low lever or struggle to cope with higher power. Tractors with live PTO have a decal with "Doble Embrague" on it; the 3.5 ratio made a comeback, both of these on the 160 only.
C-700 lorry brochure:
http://www.pegasoesmicamion.com/CATALOG ... %20700.htm
By now Ebro reached the magical 100000 engines mark, and it would end up having made more than double this number. In 1968 the Super 55 was to be replaced by the 155, an Ebro 160 with the Super 55 engine (plus the dual fuel filter), but now the demand was so great that some Super 55 would still appear as late as 1970, alongside the 155 and 160.
A very late Super 55 brochure:
https://scontent-mad1-1.xx.fbcdn.net/v/ ... e=644FEED8
https://scontent-mad1-1.xx.fbcdn.net/v/ ... e=644FC84D
Also in 1968 the D lorry range replaced the C range, now with more Perkins power but still with plenty of Major power too. There were the D-150 to the D-700, with the D-150 to D-550 being Major powered. The D-600 and D-700 used the Perkins 6.305 and the others had the Perkins 4.236 and 4.203 as options. The new range was loosely based on the Ford D series and had a tilting cab, the two heviest ones had 8 stud wheels while the others had the five stud type.
Ebro D lorries brochure:
http://www.pegasoesmicamion.com/ebro%20 ... talogo.pdf
Then in 1969 the Perkins 6.305 was attached to a 160 to produce the Ebro 183.
The rare Ebro 183 brochure:
https://scontent-mad1-1.xx.fbcdn.net/v/ ... e=64872832
In 1970 the new D tractor range replaced the previous one and MF tractors started to be made. The new D range had the 155D, 160D and the 684 replaced the 183. The 684 had a modified rear axle, and the other two had a key starter in place of the lever type, other than that, all three had a new front axle that looks like the Ford 5000 type and a new clutch pedal and linkage. The front mounting plate now had the mountings for the side channels bent the other way, so that also meant new side channels. New square mudguards and a new seat completed the specification. A Narrow 160D was also available. In 1972 the E range replaced the D range. This was both for tractors and for lorries. The tractors recieved an alternator and new styling to make them look less like MF tractors, some were dark blue and some were still red, though I think the blue ones were intended for export.
Red or blue? Both colours of the E range in these brochures:
https://scontent-mad2-1.xx.fbcdn.net/v/ ... e=64870A8F
The new lorry range was not too different from the previous one, but the numbering changed, now displaying gross weight instead of payload. The E-35 (30 cwt, GW 3 1/2 ton) to E-90 (6 ton, GW 9 ton) had Major power with similar options as before, and the E-95 (6 1/2 ton, GW 9 1/2 ton) to E-110 (8 ton, GW 11 ton) had the Perkins 6.305 also as before. In 1973 there would be 100000 tractors sold, the lorries would take slightly longer to get there. In 1975 a new tractor appeared, the Ebro 470. This was a 160E with a Perkins 4.236, and from now on all tractors would be blue.
The 1975 tractor brochure:
http://lostractoresantiguos.blogspot.co ... tores.html
In 1976 the 480E appeared. It was like the 470 but had a Perkins A4.248 instead. Around this time Ebro had made 200000 engines, and sales would start to go down as they tried to phase out the Major engine after having depended on it for over 20 years. The last Ebro 160E is said to be a 1978 one, and the last Ebro E lorry in 1980. The 155E was not selling that much as the 160E gave more power for not much more in price. These two models were replaced by totally new tractors (first the 350 and 460, based on Renault designs), which would extend to the 470 and 480E in 1980. The 684E seems to have dissappeared earlier. From here onward the new 6000 series tractors and L range lorries would no longer have parts that would fit a Major. In 1979 Nissan bought Motor Iberica off MF to become Nissan Motor Iberica SA, which lasted until May 2020 when Nissan departed. I don't really know what happened after that.

There are more brochures here, but I didn't put in any direct link as they're not very big pics:
https://hanomagtractors.com/tractorbroc ... age_1.html
https://museudeltractordepoca.com/es/ca ... ores/#Ebro
http://www.bosende.com/Ebro.htm

None of the things in the links are mine, they were found many times as I tried to find more information.
I'll probably add lots of stuff as I find it, or maybe put in a link to somewhere else I post something. Any extra suggestions welcome!
Hope you enjoy this.
Sandy
Last edited by Billy26F5 on Mon May 22, 2023 11:46 am, edited 2 times in total.
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shepp
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Re: EBRO TRACTORS

Post by shepp »

Very comprehensive, Sandy. There is an entry in the Spanish version of Wikipedia about Ebro and the Ford Motor Iberica plant, I keep meaning to have it translated but have not done so yet, it seems to refer to how the civil war affected operations and the effective nationalisation of the plant under Franco. I think the Mark 1 diesel engine was available for the ET4/ET6 trucks from sometime in 1953, I have early sales literature and will check.
1946 E27N, 1952 Major Diesel, 1959 Power Major, 1962 Dexta, 1962 Super Dexta, 1963 Super Dexta NP, 1964 Super Major NP, 1965 Super Dexta 3000, 1966 Major 4000, 1967 3000 PF, 1994 5640,plus Basildon built NH.

Billy26F5
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Re: EBRO TRACTORS

Post by Billy26F5 »

I've had a look at the Wikipedia articles in Catalan, Spanish and English, and I'm pretty dissapointed with what there is in the Major period, but the pages about Fordson's and Thames ET6's are not much good either. I suggest that if you do change the Ebro page you combine all three Wikipedia articles with my post, but it might be no bad thing to wait a bit yet, as I'm hoping to get a bit more information on serial numbers and other details. I would definitely have a go at the Fordson one though, as there's very good stuff for the early years and virtually nothing about the Major and Dexta that are by far the most active Fordson's nowadays.
It's also worth remembering that Major's and ET6's were sold in Spain before any of the Spanish agreements were made, and also between then and the start of Ebro sales; even after that the odd Major still sneaked in from time to time.
I had always understood that the Major engine went into the ET6 when the injector pump was inclined 10 degrees (pump no. 52205), but a brochure or manual would definitely clarify that. What is certain is that the only ET6's with Mk2 engines were Ebro made, as Ford had moved onto the Thames Trader by then.
Sandy
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shepp
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Re: EBRO TRACTORS

Post by shepp »

Hi Sandy, I have looked at the ET6 brochure which is dated 354, which I take to be March 1954, and the engine shown has a 8 bolt cover but upright mounting. I have checked the Commercial Motor archive and the edition of 5 March 1954 has an article covering the now availability of the diesel engine in the ET6 truck, so around February/March 1954 would seem to be the time it became available.

If you are thinking that the injection pump was inclined so as to enable the engine to be fitted in the trucks, as some commentators claim, I think this is a red herring. I have looked at the diesel version of the trucks in the past, and the only thing that goes near the injection pump is the steering column, and there is at least 100mm or 4 inches clearance between the pump and the column, so the slight inclination has little effect. Some ET6 petrol trucks were converted to Perkins P6 diesel engines, which is a big lump of an engine that easily fits in.

The early engines could have a nasty habit of running backwards when idling slowly and "hunting" on the governor, the fuel pump rack would go overcentre, the engine would reverse the direction of rotation, the clean air being drawn in through the exhaust manifold and the exhaust gases emitted through the inlet manifold, and no control of the throttle! A number of modifications were done to correct this, the pump mounting was inclined, the fuel pump rack was modified so that the ends that ran in the pump casing were now round instead of square like the rest of the rack, and the most important change was on the pump camshaft where a dwell was machined onto each cam lobe, this combination of modifications cured the problem.
1946 E27N, 1952 Major Diesel, 1959 Power Major, 1962 Dexta, 1962 Super Dexta, 1963 Super Dexta NP, 1964 Super Major NP, 1965 Super Dexta 3000, 1966 Major 4000, 1967 3000 PF, 1994 5640,plus Basildon built NH.

Billy26F5
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Re: EBRO TRACTORS

Post by Billy26F5 »

I'm now wondering if it was maybe the dealers that wanted the pump inclined for better access, as removing a verical one in there seems pretty difficult. Having said that, I've just seen one that actually seems to be a bit of a bitsa (see here: https://machinerysales.cheffins.co.uk/l ... 5875459869) and the thing that makes me think could have prompted this change is the access to the stop lever and excess fuel operation. I don't know if you have any better pics but here it looks pretty difficult to press the button, and it looks even more difficult to pull out the lever, especially with a vertical pump.
I really don't see how tilting the injector pump will stop the engine from running backwards, and I had read that the change to the rack was to stop it binding due to dirt getting trapped in the sqare holes. The camshaft was of course the part that did need modifying, but that was much earlier.
The hunting is because the damping valve hasn't been adjusted, and it looks like many people don't know about it, giving rise to many pretty poor runners (like this 6 cylinder in a Major that seems to have the right sump https://www.youtube.com/watch?v=PZqekSE ... obert87fsm and this Ebro B-45 https://www.youtube.com/watch?v=nPSG2Hz ... mionpegaso) There are many other poor runners, but this is quite a big group as a result of not adjusting the damping valve.
Sandy
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shepp
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Re: EBRO TRACTORS

Post by shepp »

I thought the tilt helped as on a level surface with the direction of rotation of the pump the cam followers would be on the dwell when the cam had gone past a vertical position, which would have made it more difficult for the camshaft to reverse direction. The more free movement of the rack with round ends would have made it less likely that it would stick and go over centre. Hunting should be able to be eliminated with the damping valve I agree, however I can remember a lot of ET6 4D trucks hunting when idling, a local firm of catering equipment manufacturers ran a fleet of them with chassis extensions to 24 feet bodies as they carried light but bulky loads, and many of them hunted. The sound of a Perkins P6 engine hunting when idling is one of the most pleasing sounds of a diesel engine, that and the sound of a 2 stroke diesel such as the Commer TS3 and the Foden truck engines!
Last edited by shepp on Fri May 19, 2023 6:34 pm, edited 1 time in total.
1946 E27N, 1952 Major Diesel, 1959 Power Major, 1962 Dexta, 1962 Super Dexta, 1963 Super Dexta NP, 1964 Super Major NP, 1965 Super Dexta 3000, 1966 Major 4000, 1967 3000 PF, 1994 5640,plus Basildon built NH.

Billy26F5
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Re: EBRO TRACTORS

Post by Billy26F5 »

Same here with Ebro B lorries, many are like the one I posed earlier unless they've had a later minimec engine fitted later on. The P6 does sound much better than a Major when hunting (both of them), but that might just be because we don't have a P6. Commenting on 2 stroke diesels I find the Deltic particularly unusual (and going back to smoke, these are pretty smokey too).
Sandy
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shepp
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Re: EBRO TRACTORS

Post by shepp »

Yes the Napier Deltic engine is a fair old lump and an interesting design, spectacular videos of them starting in cold weather with clouds of smoke and sometimes flames and about 3 or 4 or more minutes winding on the compressed air starters before they start to fire strongly!
1946 E27N, 1952 Major Diesel, 1959 Power Major, 1962 Dexta, 1962 Super Dexta, 1963 Super Dexta NP, 1964 Super Major NP, 1965 Super Dexta 3000, 1966 Major 4000, 1967 3000 PF, 1994 5640,plus Basildon built NH.

Billy26F5
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Re: EBRO TRACTORS

Post by Billy26F5 »

I have to say that many contemporary locomotive engines are very similar in their smoke and dificulty to start, and even some later designs (such as the Paxman Valenta that I posted here viewtopic.php?p=61431#p61431). Lucky that Ford sorted this out so well on the Major so that it's only engines in real trouble that do this!
Sandy
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