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Foreword

Built into your Dexta is the experience of over 40 years designing, testing and building tractors. This book will tell you how to make
the most of these qualities and ensure years of efficient and reliable service. Remember, regular maintenance is the key to reliability.
A Tractor represents an investment and so does the care and maintenance it receives. Do not be tempted to save money by using
inferior lubricants and fuel or by omitting maintenance tasks. Remember also there is no satisfactory substitute for genuine Fordson
spares.

Your Dealer is there to help you: discuss your service problems with him. You will find him only too happy to assist and to place his
very comprehensive facilities at your disposal.

We suggest that when you sit in the driving seat of your Dexta for the first time you turn to Section One of this book and check the
location and function of each control. Read also -Section Two which describes fully how to use these controls for different types of
work.

In the remaining sections of this book you will find the information you require to carry out the routine servicing and running
adjustments on your tractor, the lubrication items being dealt with on a separate chart for quick reference.

Last but by no means least in importance you will find in the Operation and Lubrication Sections of this book a number of suggestions
on "running-in" the Tractor. The importance of this cannot be over emphasized, as careful handling and servicing during this short
period will go a long way to ensure that your Dexta will over many years give the satisfactory service of which it is capable.

SERVICE DEPARTMENT
TRACTOR DIVISION
FORD MOTOR COMPANY LTD
DAGENHAM
ENGLAND
Fig. 1. Section through tractor

Fig. 2. The instruments and controls


Instruments and Controls

You will find the various controls of your Dexta extremely light to operate and conveniently positioned relative to the driving seat
which is itself adjustable for position. The attention which has been paid to every detail in designing the tractor has made possible a
control layout which reduces driver fatigue to a minimum.

The instruments and warning lights are centrally placed for easy reference so, that any unsatisfactory condition which causes a
warning light to become illuminated will be quickly apparent.

MAIN CONTROLS

The various instruments and controls are shown in Fig. 2, as they are seen from the driver's seat and the function of each is described
below in the order in which it is likely to be used by the operator when starting the engine to drive the tractor.

MAIN CONTROL SWITCH


This switch is key-operated and when the key is in the vertical "off" position all except the lighting circuits are isolated. The key must
be turned to the right before the starter, warning lights and induction heater can come into operation. When the engine is running do
not switch off the key, otherwise the warning lights will be isolated and will not be able to indicate loss of oil pressure or faulty
charging of the battery. On tractors fitted with lighting equipment, the main control switch is incorporated in the centre of the lighting
switch.

FUEL SUPPLY TAP


This is located beneath the fuel tank on the left hand side of the tractor (Fig. 3) and it has three positions. When screwed fully in the
fuel supply is cut off, with the tap two turns open the main fuel supply comes into operation and, when unscrewed further, the reserve
supply is also available.

INDUCTION PRIMER AND HEATER


The purpose of this device is to assist starting from cold by injecting a fine spray of fuel into the inlet manifold, where it is ignited by
means of an electrical heating coil before the engine is turned over. Consequently when the starter motor is operated, burning fuel is
drawn into the cylinders so that the manifold and the combustion chambers are quickly heated. The induction primer pump is located
adjacent to the fuel tap and is hand operated, and the heater coil is energized by a push-button on the control panel.

Fig. 3. Operating the Induction Primer


THROTTLE LEVER
This protrudes from the right hand side of the instrument panel beneath the steering wheel and controls the speed of the engine. It may
be set to give any desired speed within the governed range. To increase the engine speed move the lever clockwise.

STARTER CONTROL LEVER


The starter control lever is located close to the right hand side of the control panel. When the lever is pushed down, it moves the starter
pinion into engagement and closes the starter switch contacts. The starter will operate only when the main control switch key is in the
"on" position. Release the lever immediately the engine starts.

ENGINE STOP CONTROL


To stop the engine, pull this control out and hold it until all the moving parts have come to rest. It is located on the control panel and
when operated cuts off fuel delivery to the injectors.

OIL PRESSURE WARNING LIGHT


This is the green light on the right of the instrument panel and it is illuminated when the main control key is switched on. The light
should go out when the engine is running above idling speed, and if the light does not go out the engine should be stopped
immediately and the cause investigated.

GENERATOR CHARGING LIGHT


This is the red light on the left hand side of the instrument panel. It will light up when the key is switched on and will normally remain
on while the engine is stationary or running at a low idling speed. When the engine speed is increased above idling, the light should go
out, indicating that the generator is charging the battery correctly.

WATER TEMPERATURE GAUGE


The temperature of the water in the cooling system is registered on this gauge which is located at the centre of the instrument panel.
The bulb unit is positioned in the cylinder head water outlet below the thermostat.

CLUTCH PEDAL
The clutch pedal is operated by the left foot and it disengages the engine drive from the gearbox when fully depressed. If a "live"
power take-off is fitted there are in effect two clutches operated by the same pedal and there will be a distinct increase in pedal
resistance after the pedal has been depressed through approximately half its travel. The first movement of approximately half the pedal
travel disengages the drive to the transmission while the P.T.O. continues to operate. When the pedal is fully depressed the P.T.O. also
is disengaged.

GEAR LEVERS
A main and a secondary gear lever are operated in conjunction to select one of the six forward or two reverse gears. Both levers are
located side by side in front of the driving seat, the longer lever on the left being the main lever and the shorter on the right, the
secondary lever. The gear positions are shown in Fig. 4. It will be seen that 1st, 2nd and 4th forward and low reverse ratios are
obtained by manipulating the main gear lever with the secondary lever pushed forward into the low position while 3rd, 5th and 6th
forward and high reverse may be selected after pulling the secondary lever rearwards to the high gear position.
Fig. 4. Gear lever positions.

BRAKE PEDALS
The two brake pedals, mounted conveniently to the driver's right foot, may be operated independently to assist turning at headlands.
As a safety precaution when the tractor is operated at speed on road work the pedals should be secured together by means of the pedal
locking pin. Never attempt to make sharp turns by means of the brakes when the tractor is operated at speed.

Fig. 5. Applying the Parking Brake

For parking purposes the right hand pedal can be locked in the "on" position by means of a pawl which engages with a fixed sector on
the transmission housing. When parking the tractor first lock the two pedals together, engage the pawl by moving the locking latch
rearwards (Fig. 5), then depress the brake pedals and allow the pawl to engage and hold the pedals down.

PROOFMETER (Where Fitted)


The proofmeter is located in the centre of the control panel (Fig. 6) and it is driven by a cable from the rear end of the fuel injection
pump. This instrument indicates not only the speed of the engine but also the total hours worked, ground speed in 1st, 2nd and 3rd
gears and correct engine speeds for P.T.O. and belt pulley operated equipment. In effect therefore there are seven instruments
combined into one. Engine speed may be quickly read off the outer scale which is calibrated in hundreds of revolutions per minute.
Also marked are the words "P.T.O." and "PULLEY" which correspond to the British Standards Specification speeds of 536 r.p.m. and
a belt speed of 3,100 ft. per minute respectively. It is therefore necessary when operating any P.T.O. or belt pulley attachment at these
standard speeds to, merely place the P.T.O. lever in the engaged position and set the engine speed to the appropriate mark on the
proofmeter. There are also three coloured bands marked around the face of the proofmeter, and the ground speed of the tractor in 1st,
2nd, or 3rd gear can be read off from the band corresponding to the gear being used. The "total hours" worked by the tractor are
recorded in an aperture in the face of the instrument. The right hand figure registers in 1/10 hours. The working hours recorded are
based on an average engine speed calculated from the varying types of work on which the tractor is employed over a period. As such
they are not actual working hours but are suffi6iently accurate for normal purposes. By keeping a check on the operating hours, the
operator can arrange to have the periodic services carried out at the correct intervals.

Fig. 6. The proofmeter

THE HORN (Where Fitted)


The horn button is located at the top right hand side of the control panel. The horn itself is mounted beneath the fuel tank.

LIGHTING SWITCH (Where Fitted)


When the tractor is fitted with lighting equipment the five position- switch is located on the lower left hand side of the control panel.
The switch lever positions are as follows:

Straight down Off


First right Side and rear lamps
First left Side, rear and dipped headlamps
Second left Side, rear, and main beam headlamps
Third left Main beam headlamps only.
POWER TAKE-OFF SHIFTER
The lever is conveniently placed to be operated by the left hand and is mounted on the clutch pedal pivot. It enables the drive from the
engine to be engaged with the power take-off (P.T.O.) shaft which emerges at the rear of the tractor. The P.T.O. shifter should always
be disengaged when the P.T.O. is not being used and it should be noted that it does no, control the drive to the hydraulic lift pump.

HYDRAULIC CONTROLS

MAIN CONTROL LEVER


The main control lever is the large lever operating in a quadrant attached to the right hand side of the hydraulic lift top cover adjacent
to the driver's seat.

AUXILIARY SERVICE CONTROL


This is incorporated in a plate fitted to the hydraulic lift top cover beneath the driving seat and it enables the hydraulic lift pump to be
utilized to operate auxiliary equipment such as loaders, tipping trailers, earth scoops, etc.

WORKING CONTROL SELECTOR LEVER


This is the short lever fitted to the lift cover immediately in front of the main control lever quadrant and it is used to select Qualitrol or
Position Control, depending on the type of work to be carried out.

DOUBLE ACTING RAM CONTROL


This unit is available as optional equipment and it is fitted on the hydraulic power lift cover in the place of the Auxiliary Service
Control. The purpose of the valve is to enable double acting rams such as used on reversible ploughs to be operated utilizing the
tractor hydraulic pump. There are two operational controls, a vertical lever located in front of the driver's seat which is used to direct
the oil flow to either side of the double acting ram piston, and a flow control valve located on the valve cover which can be used to
regulate the speed at which the ram will act.
Operation

A skilful driver is one who knows how to get through a job of work quickly and efficiently by making the most of the equipment he
uses.

The Dexta is designed for ease of control and incorporates well proven design features developed during 40 years of extensive
experience in manufacturing and testing tractors. Your tractor, also incorporates many new design features, notably in the Hydraulic
Power Lift which provides a choice of Qualitrol or Position Control assuring a first rate standard of work under all operating
conditions.

This section describes in detail the function and method of using the tractor controls and also at the end of the section are tabulated a
number of safety hints i.e. "DO'S AND DON'TS". Safety is largely a matter of common sense but we strongly recommend that the
operator reads this hat carefully to understand why these points are stressed and what harm could result if they are overlooked.

STARTING THE ENGINE

Before any attempt is made to start the engine, the lubrication and maintenance points, detailed on the Lubrication Chart must be
carefully checked. Make a habit of attending to these points before starting the engine and, in particular, check the oil and water levels.
Serious damage may result to the cylinder bores and bearings if the engine is run without adequate oil and water.

Under no circumstances should the engine be run without the air cleaner being fitted, or with a disconnected or loose governor suction
pipe. If this is done, the action of the governor will be affected and the engine speed may increase to a dangerous level.

Make sure there is sufficient fuel in the tank. If air has entered the fuel lines due to the tractor having been left standing for some time,
or if the tank has previously been run dry, then the engine will not start. In this case it will be necessary to bleed the fuel system.

TO START THE ENGINE WHEN COLD

1. Ensure that the fuel supply tap is turned on. The main supply is available when the supply tap is unscrewed two turns.
2. Check that the main gear lever is in the neutral position.
3. Ensure that the stop control on the control panel is pushed right in.
4. Insert the main control key in the switch, turn to the right and check that both-warning lights become illuminated.
5. Move the throttle lever in a clockwise direction to slightly more than the half open position.
6. Press the induction primer button once only to inject a small quantity of fuel on to the heater plug and depress the heater
button for forty seconds.
7. Depress the clutch pedal fully and, with the heater button still depressed, operate the starter motor by pushing the starter
control lever downwards. Pump the primer button two or three times as the engine is being turned over by the starter motor,
when the engine should start.
8. Release the starter control lever and the heater button immediately the moment the engine starts and adjust the engine speed
by means of the throttle lever. If the engine does not start, wait thirty seconds and try again. Always ensure that all moving
parts come to rest before attempting to re-engage the starter motor otherwise damage may occur.

If the engine does not start at the third attempt using this method, do not continue to operate the starter but investigate the cause by
checking in conjunction with the fault finding chart.

Under no circumstances should the engine be run if the green oil pressure warning light comes on when the tractor is being operated;
pull out the stop control immediately and investigate the cause of low oil pressure.

If the generator charging light remains illuminated when the engine is running this indicates that the battery is not being charged, and
although this condition is not as serious as low oil pressure it should be investigated otherwise the battery may become fully
discharged.

TO RESTART THE ENGINE WHEN WARM

1. Ensure that the stop control is pushed in and turn the main control key to the "on" position.
2. Set the throttle lever approximately half open.
3. Depress the clutch pedal and operate the starter motor control. Release this control immediately the moment the engine starts
and move the throttle lever to obtain the required engine speed. If the engine fails to start adopt the procedure for normal cold
starting as previously described.

TO STOP THE ENGINE

1. Depress the clutch pedal and place the main gear lever in neutral.
2. Close the throttle lever to allow the engine to idle.
3. Switch off the main control key. The switch should never be left on when the engine is stopped as the warning lights Will
remain on and tend to discharge the battery.
4. Pull out the engine stop control and hold it out until the engine has stopped turning over.

DRIVING THE TRACTOR

1. Start the engine as described above.


2. Depress the clutch pedal fully. If the tractor is fitted with "Live" P.T.O. it is necessary only to depress the clutch pedal
through half its movement, i.e. to the point where the increased resistance of the P.T.O. clutch will be just felt.
3. Select the desired gear ratio by positioning the main and secondary gear levers as desired. If it is found that the gears will not
mesh readily at the first attempt, return the gear lever to the neutral position, momentarily engage the clutch, depress the
clutch and re-select the gear.
4. Release the foot brake latch and move the throttle lever in a clockwise direction to obtain the desired engine speed.

Allow the clutch pedal to return slowly by gradually raising the foot until the tractor is set in motion, then remove the foot from the
pedal entirely. If the tractor is to be driven at high speeds the brake pedals should be locked together.

TO CONTROL THE SPEED OF THE TRACTOR


The speed of the engine is controlled by the throttle lever and for maximum efficiency it should be kept as nearly constant as possible.
The maximum governed speed of the engine is 2,000 r.p.m. under full load, and a chart showing road speeds in the gears at various
engine speeds is shown below.

It is most important to select the highest possible gear ratio to suit the load conditions. A little experience will soon show the most
suitable gear to engage to suit the operating conditions and the beat speeds at which the engine will run. Do not permit the engine to
"labour" when under load; bring tractor to rest, then select lower ratio.

NOTE: Should the oil pressure warning light become illuminated while the tractor is being operated, the engine should be stopped
immediately and the cause investigated.

To stop the tractor apply the brakes evenly and depress the clutch as the tractor comes to rest to avoid stalling the engine. The brakes
may be applied independently to assist in making tight turns but for fast road work the pedals should be locked together. To apply the
parking brake when leaving the tractor first lock the pedals together, depress the pedals and move the locking latch rearwards to
engage the pawl.

POWER TAKE-OFF OPERATION


Before connecting up the drive shaft to operate equipment from the P.T.O. extension shaft it is necessary to remove the extension shaft
cover, which is secured to the rear axle housing by two bolts. Refit the two bolts securely.

Install the coupling, ensuring that the guard is in position and the drive shaft is correctly aligned to the equipment.

To engage the drive to the P.T.O. start the engine, depress the clutch pedal fully and move the P.T.O. shifter rearwards. Release the
clutch pedal gradually to ensure that the drive is taken up smoothly.
"LIVE" P.T.O. OPERATION
The method of engaging the drive on tractors fitted with "Live" P.T.O. is the same as on standard tractors. The advantages of "Live"
P.T.O. operation will be quickly apparent when the tractor is put to work. Continuous operation of the driven equipment is possible
irrespective of the movement of the tractor.

Simply by depressing the clutch pedal through approximately half its travel the tractor can be halted for maneuvering or gear
changing, without interrupting the drive to the P.T.O. To stop the P.T.O. it is necessary only to depress the clutch pedal through its full
movement.

The hydraulics are also "Live", being driven through the P.T.O. clutch, but it is not necessary or desirable to engage the P.T.O. shifter.

It is possible to reset the clutch linkage so that when the pedal is fully depressed only the drive to the rear wheels is disconnected and
the P.T.O. clutch continues to drive the P.T.O. shaft. This provision is intended mainly for hydraulic equipment and it should not be
used otherwise unless there is adequate provision for disconnecting the drive in an emergency.

THE BELT PULLEY


This attachment is available as an optional extra with the tractor or may be obtained for fitment through any Authorized Dealer. It is
driven from the P.T.O. shaft and is secured by four bolts to the rear transmission housing. The engine to pulley gear reduction is 1.55
at a pulley speed of 1,290 r.p.m. at an engine speed of 2,000 r.p.m. This corresponds to a belt speed of 3,039 ft. per min. on the 9 inch
diameter pulley. The pulley may be fitted off-set to the left or the right to obtain clockwise or anti-clockwise rotation of the pulley
respectively (viewed from the left hand side of the tractor).

To fit the belt pulley unscrew the two P.T.O. shaft cover bolts and the four check chain bracket bolts and remove the cover and
brackets. Refit the two cover bolts securely. Bolt the pulley in position, offset to the left or the right as required and tighten securely
using the four special long bolts.

OPERATING THE PULLEY


Ensure that the tractor is correctly aligned to the belt with the parking brake applied and ensure that the belt and the pulleys are free
from grease. Start the engine, depress the clutch pedal and move the P.T.O. shifter lever rearward to the engaged position. Engage the
clutch gradually and when it is seen that the belt is transmitting the drive correctly, speed up the engine as required.

NOTE: Never attempt to fit or adjust a belt in motion. It is also unwise to wear loose clothing when working near a
belt.

Where the pulley is in constant use it is recommended that the oil level is checked daily and topped up if necessary with transmission
oil to the level of the filler plug when the pulley is mounted off-set to either side.

OPERATING THE HYDRAULICS


Outstanding features of the hydraulics are the simplicity of operation coupled with the choice of either Qualitrol or Position Control.
In either system one main control lever situated on the right hand side of the tractor and adjacent to the driving seat is used to set the
working depth (or height) and to raise or lower the implement. A second lever immediately in front of the main control lever selects
whichever system the operator considers best suited to the job in hand.

The hydraulic pump is in continuous operation whenever the clutch is engaged. Where a "Live" P.T.O. is fitted, however, the
transmission clutch may be disengaged without affecting the operation of the pump. It is not therefore necessary to engage the P.T.O.
selector lever in order to operate the hydraulics.

QUALITROL
Where ground contour and soil conditions constantly change or when surface conditions are such that loss of wheel grip would
normally be expected, Qualitrol enables work to be completed which would be impossible without such a system. To engage
Qualitrol, place the selector lever in the downward position (see Fig. 7) and move the main control lever down the quadrant until the
implement reaches the desired working depth. This depth may be changed at any time by repositioning the lever, i.e. the lower the
lever is placed in the quadrant the greater the working depth obtained, and vice versa. The implement will now operate at this depth as
long as the draft remains constant but if a heavy patch of soil or an obstruction is encountered the hydraulic system will respond by
raising the implement. At the same time this action transfers weight to the rear wheels, giving increased wheel grip to assist the tractor
until such time as the draft decreases when the implement will be automatically repositioned at its former depth. Such corrections
enable the tractor to maintain a steady of work without loss of wheel.

Fig. 7. The Hydraulic Controls

LIGHT AND HEAVY DRAFT OPERATIONS


To ensure sensitive Qualitrol operation for both light an heavy draft operations a two-hole rocker is fitted to the transmission housing.
For heavy draft operation such a ploughing, connect the upper pin to the lower of the two holes (Fig. 8) and for light draft operation
such as cultivating, make the connection at the top hole.
Fig. 8. Two-hole rocker.

POSITION CONTROL
This control enables the operator to set an implement at any required position relative to the tractor and this will then automatically be
maintained irrespective of changes in soil resistance. It is particularly suitable for maintaining a high quality of work when cultivating
or ploughing ground which is reasonably level. To operate under Position Control, place the selector lever horizontally and then
position the main control lever within the quadrant to give the required depth (or height) to the implement. As with Qualitrol the lower
the control lever is placed in the quadrant the lower the implement will operate.

ADJUSTABLE CONTROL LEVER STOP


Once the desired working depth (or height) has been obtained the adjustable stopscrew in the quadrant may be set to contact the main
control lever so that after any particular cycle of operations the implement may be returned to the same working position simply by
moving the control lever on to the stop.

The use of this stop does not in any way interfere with the Qualitrol operation which will continue to make adjustments to the working
depth above and below the mean depth as set by the stop, in order to maintain continuous work at a steady pace. When the stop is used
in conjunction with Position Control a rapid and yet completely accurate depth setting is assured each time the impiement is returned
into work after turning on the headlands.

RAISING IMPLEMENTS TO THE TRANSPORT POSITION


Lift the control lever until it abuts the nut on the small hexagonal screw at the top of the quadrant. The implement will then be lifted to
the fully raised position where it will remain until the main control lever is again moved down the quadrant.

When operating in Qualitrol any intermediate position may be obtained by holding the control lever against the upper stop until the
desired height is reached and then moving it downwards off the stop a short distance. If movement is comparatively small it is
sufficient to enable the internal control linkage to find a neutral position and a little practice will soon familiarise the operator with this
position for the control lever.
Under Position Control the height of the implement is directly governed by the position of the lever in the quadrant and it is therefore
possible to raise to any desired intermediate position for transport simply by moving the control lever.

When driving with an implement in the raised position do not travel at speed, particularly over rough ground, to avoid imposing
shocks on the hydraulics.

AUXILIARY SERVICE CONTROL


This unit (Fig. 7) is provided to permit the use of hydraulic power to operate remote cylinders on such equipment as loaders or trailers.
When the control knob is pulled out oil is diverted from the ram cylinder to the auxiliary equipment. Raising and lowering is
controlled in the usual manner by moving the main control lever within the quadrant.

The lift arms and auxiliaries cannot be operated together and there is no neutral position of the control.

It is recommended that auxiliary equipment is operated with the selector lever in the Qualitrol position, i.e. downward.

CAUTION

Except when the linkage drawbar is fitted the following precautions should be observed before moving the auxiliary control from ram
cylinder feed to auxiliary service feed, or vice versa.

Ensure that:
-the lift arms are in the fully raised position.
-the main control lever is against the fixed stop at the top of the quadrant.
-all equipment is at rest.

To operate auxiliary equipment first pull the auxiliary service control knob into the outer position then move the main control lever
past the fixed stop at the top of the quadrant to feed oil to, or down from the stop to exhaust oil from, the equipment. It is important
that the recommendations of the equipment manufacturer regarding operation are strictly observed.

Remote cylinders will be operated by oil initially drawn from the rear transmission housing and, although the quantity of oil available
is sufficient for normal operation with approved equipment, it may be necessary to top up the oil level if a number of auxiliaries are
operated simultaneously. Remember that any auxiliary which is disconnected when extended represents a loss to the rear transmission
oil level and this must be replaced by adding a corresponding additional quantity of oil to the rear transmission. All hoses should be
cleaned before connecting up, and the open ends of all unions should be covered with dust caps when not in use.

DOUBLE ACTING RAM VALVE (Where Fitted)


The double acting ram valve (D.A.R. valve) when fitted, replaces the Auxiliary Service Control on the hydraulic power lift cover.
Two pipes may be fitted leading from the D.A.R. valve to a mounting bracket at the rear of the transmission housing where they are
readily accessible for connecting up the coupling pipes to rear mounted or trailed equipment.

When the D.A.R. control lever is pushed from the neutral position, the hydraulic lift cylinder is isolated from the hydraulic pump and
the oil is delivered under pressure by a pipe to the double acting ram. At the same time, the oil displaced from the opposite side of the
ram piston is returned through the second pipe to the D.A.R. valve and exhausted into the transmission housing.

When the D.A.R. control lever is moved through neutral to the opposite position the oil flow is reversed, and the pipe previously used
to supply oil to the ram under pressure becomes the oil return pipe and vice versa. The lever is spring loaded in the neutral position
and must be held forward or rearwards as required to operate the ram. When released it returns itself to the neutral position when
normal operation of the lift arms is possible.

The double acting ram can be operated irrespective of the position of the main control lever in its quadrant as the D.A.R. lever
overrides the hydraulic lift operation. The hydraulic lift cannot therefore be raised at the same time that the D.A.R. lever is used but a
lowering action can, however, be carried out simultaneously.

The speed at which oil is supplied to the D.A.R. can be controlled by adjusting the Flow Control Knob set in the top of the D.A.R.
valve cover. This control can be moved between two stops marked F. and S. which indicate the positions for fast and slow operation
respectively. The correct position of the Flow Control Knob will depend on the type and weight of the equipment being used, and will
be affected also by the operating conditions and the engine speed. It is most important that the recommendations of the Implement
Manufacturer regarding speed of operation are strictly observed.

Where quick release couplings are employed, as on the extension pipes to the rear of the tractor, the dust caps must always be fitted
when the couplings are disconnected.

The D.A.R. valve may be used to operate a single acting ram by making the connection to either of the delivery ports and blanking of
the non-used port with a standard self-sealing coupling. If equipment other than that officially approved by Ford Motor Company Ltd.
is to be used steps must be taken to ensure that some form of restriction is incorporated in the equipment to prevent a too rapid return
of oil from the operating cylinder.

"LIVE" HYDRAULICS
If your choice of tractor has been one with "Live" power take-off ("Live" P.T.O.) then the hydraulics will also be "Live" and may still
be operated independently of forward motion of the tractor. This is a decided advantage where lifting operations are required to be
continuous even though gear changing is in progress and the main transmission clutch disengaged.

Just as with the "Live" P.T.O., depression of the clutch pedal for approximately half its travel will disconnect the drive to the rear
wheels but will not stop the operation of the hydraulic pump. On the other hand if an emergency arises whereby both the tractor and
the hydraulics require to be stopped, pushing the clutch pedal through its full range of travel will disconnect the engine drive from
both the transmission and the hydraulic pump.

HYDRAULIC LIFT LINKAGE


The tractor is fitted with Category 1 linkage and may be used with a wide variety of implements. A leveling box is provided on the
right hand lifting rod to control the level of the implement in work, the lever being easily reached from the driver's seat.

The lower links are fitted with ball joints at both ends and the front ends are mounted on pins on the rear transmission housing. These
ball joints must not be lubricated in any way as the oil or grease would serve only to collect abrasive dust in the joints and cause
increased wear. The upper link is similarly ball jointed at both ends and is adjustable for length to control the fore and aft level of the
implement by turning the centre turnbuckle. The turnbuckle lock nut should always be tightened after adjustment has been made. The
standard length between centres is 25 in. (63.5 cm).

CHECK CHAINS
Check chains are fitted between the lower links and securing brackets on the centre of the rear transmission housing. Their function is
to prevent excessive lateral float of implements in the raised position. The check chain brackets should be fitted to the axle housing
with the chain connection offset to the top.

LINKAGE DRAWBAR
This is available through your Authorized Dealer and is used in conjunction with trailed equipment. The complete kit consists of a
drawbar which fits between the lower links and two support stays. The support stays fitted between the ends of the drawbar and a pin
which passes through the upper link rocker fulcrum are adjustable for length so that the drawbar may be set at any required height
within the adjustment range of 11 to 22 in. (29.2-57.1 cm.).

If the linkage drawbar is being used with the auxiliary service control in its innermost position, or whenever a D.A.R. valve is fitted in
conjunction with the linkage drawbar, the hydraulic main control lever must not be raised, otherwise the support stays will be
damaged. The safety chain attached to the right hand support stay may be secured to the main control lever quadrant to lock the lever
in the "down" position when these conditions exist.

If, however, a single acting ram is to be operated from the auxiliary service plate whilst the linkage drawbar is in use, as on the FR
Trailed Disc Harrow, the auxiliary service must be moved to the outer position and the hydraulic main control lever used to divert oil
to and from the ram. Providing the auxiliary service control knob is in the outer position there is no necessity to use the safety chain
and the hydraulic main control lever may be moved at will.

STABILISER KIT
A stabilizer kit is available to minimize side float of the lower links when certain implements such as a linkage mounted mower are in
use. The kit consists of two bars which are secured between the ends of the drawbar and special brackets bolted to the rear axle
housings.

MAINTENANCE
The hydraulic unit is precision built and is accurately adjusted before the tractor leaves the factory. The only maintenance work
required is to ensure that the rear transmission oil level is checked regularly and topped up as required, and to grease the leveling box
weekly.

If the hydraulic power lift is not in regular use the lift should be operated periodically to maintain a film of oil on the working parts to
prevent corrosion. Consult your Authorized Dealer should it be necessary to carry out any repairs or adjustments.

THE FIRST 50 HOURS


The working parts of the engine and transmission of the Dexta are manufactured to a high quality finish giving a precision fit between
mating parts. During the first few working hours these parts are subjected to a polishing action and finally acquire a very hard smooth
surface which has a high resistance to wear.

This process of forming a hard skin on bearings, cylinder bores and gear teeth, etc., is usually referred to as "running in" and is
essential to the subsequent performance of the tractor. The driver must therefore understand what is meant by this term and use the
tractor accordingly during this short period.

The main thing to remember during the first fifty hours' work is to operate the tractor under a light load and at moderate engine
speeds. Avoid overloading the engine and running at high engine speeds. The load should gradually be increased during this period
and after fifty hours you will be able to begin putting the tractor on to heavier work with confidence. It is important to get the engine
warmed up quickly and to maintain an even working temperature. Once the engine is started, do not allow it to idle but put it under a
light load straight away to assist a rapid warm up.

Particular attention must be paid to the lubrication. Check the engine oil level frequently and also the radiator water level to avoid
overheating. After the first day's work, remove the radiator filler cap, open the drain taps on the radiator and cylinder block and flush
the system through thoroughly. Allow the engine to cool off however before pouring cold water into the radiator.

It will be found that the wheel discs will bed-in on the hubs and the wheel nuts should be checked for tightness after the first day's
work. Repeat this check as necessary over the first few days until no further movement can be obtained on the wheel nuts.

After the first 25 hours the tractor should be thoroughly checked over and serviced as elsewhere in this manual.

FOR BETTER PERFORMANCE AND SAFE OPERATION

DO -carry out the Daily Maintenance Tasks every day without fail.

DO -keep the air cleaner clean and the oil at the correct level.

DO -ensure that the correct grade of approved lubricating oil is used and that it is replenished and changed at the recommended
intervals.

DO -fit new sealing rings when filter elements are renewed.

DO -watch the warning lights and temperature gauge and investigate any abnormality.

DO -keep the radiator filled with clean water. In cold weather use anti-freeze; drain the system only in an emergency and refill before
starting the engine. TAKE THE WATER TO THE TRACTOR-NOT THE TRACTOR TO THE WATER.

DO-keep all fuel in clean storage and use a filter when filling the tractor tank.

DO -read all the running-in instructions.

DO -attend to minor adjustments and repairs as soon as the necessity is apparent. When in doubt consult your Authorized Dealer.
DON'T -run the engine without the air cleaner or with the governor pipe disconnected otherwise the engine speed may increase
rapidly and cause damage.

DON'T -run the tractor downhill out of gear or with the clutch pedal depressed, or travel at high speed without previously locking the
brake pedals together.

DON'T -engage the clutch suddenly or drive with your foot resting on the clutch pedal.

DON'T -allow the tractor to run out of fuel as it will then be necessary to bleed the fuel system.

DON'T -interfere with the fuel injection pump; if the seal is broken your Warranty becomes void.

DON'T -allow the engine to idle for long periods or excessive carbon will be formed on the injectors; the engine starts easily and such
idling is wasteful.

DON'T -run the engine if it is not "firing" on all cylinders.

DON'T -drive the tractor at speed with implements in the raised position, particularly over rough ground.

DON'T -run the tractor with the P.T.O. engaged unless it is in use.

DON'T -remove the radiator filler cap when the engine is near boiling point.

DON'T -attempt high speed turns by using the steering brakes.


Lubrication

Your new Dexta represents an investment which you will wish to safeguard by regular servicing to ensure the best performance over
many years. Every Dexta is backed by the World-wide Fordson Tractor Dealer Organisation and your local Dealer will be only too
happy to discuss the question of regular servicing with you. It is obviously desirable for servicing to be carried out by skilled
mechanics as the tractor can then at the same time be inspected for maladjustments which can be put right before they become serious.

Should it not be possible to have this work carried out by your Dealer then you will find in this section all the information you require
to carry out the all-important lubrication checks. This work is described and illustrated on the chart enclosed with this book and the
items of mechanical maintenance are covered in detail in the next chapter.

The most important function of a lubricant is to prevent friction. An oil of the right grade for the job will maintain a thin film between
the working surfaces of the bearing or gear teeth, preventing metal to metal contact, cooling the metals and above all preventing
friction. To do this effectively a good quality lubricant approved for the particular application must be used. An incorrect lubricant
may not be able to maintain a film of oil between the working parts and once the film breaks down wear and eventual failure of the
parts is inevitable.

In addition to eliminating friction the engine oil of any diesel engine has the important task of keeping the engine clean and free from
sludge and products of combustion which would otherwise block oilways and cause piston rings and valves to stick. Some good
quality lubricants have special additives which make them specially suited to the diesel engine. Use an approved oil and be sure your
tractor will not let you down through faulty lubrication.

Oils have a limited useful life after which the effects of time, moisture due to condensation, and in the case of the engine the effects of
heat, and combustion by-products will combine to reduce its lubricating properties. It is therefore foolish to use a lubricant for longer
than the specified period. The recommended intervals between oil changes, detailed on the next few pages, have been decided on after
prolonged tests and have been proved the most suitable for normal operation. In extremely arduous operating conditions, however, it
may be necessary to change oils more frequently and this point should be discussed with your local Dealer.
ENGINE LUBRICATION

The engine lubricating system is a combination of pressure feed and splash feed (Fig. 10).

Fig. 10 - The Engine Lubrication System

The oil pump draws oil through a strainer screen in the sump and passes it through a full flow filter into the main oil gallery for
distribution to the various parts of the engine. An external feed pipe is used to convey oil to the rocker shaft assembly. The cylinder
bores are lubricated by oil thrown up by the movement of the crankshaft through the oil in the sump. The full flow filter has a
renewable element which should be changed at the recommended intervals (see Lubrication Chart).

GEARBOX AND REAR AXLE LUBRICATION

In both cases the gears run partly immersed in oil and the rotation of the gears and shafts ensures distribution of oil to all moving parts.
The oil in the rear axle lubricates the final reduction gear and differential assembly and is also used for operating the hydraulic power
lift. As the hydraulic lift pump and control valves are machined to very fine limits, cleanliness is essential when handling lubricants to
prevent ingress of foreign matter. The oil is filtered at the pump inlet by a strainer gauze and also by a magnetic plug which will
remove small metallic particles from circulation. Under certain conditions of operation a proportion of the oil is passed through a filter
situated on the hydraulic lift oil return pipe which is capable of filtering very small particles. These filters will not require periodic
attention providing the rear axle oil level is checked and the oil changed at the correct intervals.

STORAGE OF LUBRICANTS

Great care has been taken in designing the engine to provide adequate filtration for the oil and to ventilate the crankcase to avoid oil
contamination. The same care is obviously required in storing and handling lubricants. Make sure that all containers used are clean
and that the drums in which the oil is kept always have the bungs replaced to prevent dirt or water getting in.
PERIODIC LUBRICATION

Inside the cover of this book you will find a chart giving full details of the lubrication checks which have to be carried out at specified
intervals. The information is presented in this form so that the chart can be permanently mounted on a board and kept for quick
reference in the bam or shed where the tractor is normally serviced. The mechanical adjustments and the fuel system servicing are
items which do not normally require attention at such frequent intervals as most of the lubrication items, and these are therefore only
briefly summarised on the chart. For full information on these refer to the next chapter. In addition all the items requiring periodic
attention are listed elsewhere.

Although the information contained in this book should enable the operator to carry out the routine services, it is advisable to have the
tractor checked periodically by a trained mechanic who when carrying out the necessary lubrication and adjustments will be able to
inspect the tractor thoroughly, detect any minor defects and rectify these before they become serious. Your Authorised Fordson
Tractor Dealer will be pleased to discuss this question and give details of a suitable maintenance scheme.

Running in the tractor

The process of running in the tractor has been discussed at length elsewhere and it will be evident from these remarks that during the
first 50 working hours correct lubrication is especially important. A constant check should be kept on all oil levels, particularly the
engine oil, and when necessary these should be topped up with an approved oil. The correct grades to use are listed in the
Specification.

After the first day's work open the two drain taps on the radiator and cylinder block, allow the engine to cool down and flush the
system through thoroughly.

The first main service should be carried out at 25 working hours. At this stage the engine oil should be drained when hot and the sump
refilled with fresh oil of the correct grade. In addition all the items listed below should receive attention.

AFTER THE FIRST 25 HOURS

At this stage the tractor should be checked over thoroughly for tightness of all external bolts and the items detailed below serviced.
Your Authorised Dealer will be pleased to carry out this work for you.

1. Drain the engine oil, remove and clean the sump strainer, clean filter body and refill the sump to the full mark on the dipstick
with fresh oil.
2. Clean fuel filter, check and tighten all fuel feed pipe unions, and bleed fuel system.
3. Check and adjust tappet clearances.
4. Clean and refill air cleaner.
5. Check fan belt tension and adjust if necessary.
6. Check gear box, rear axle and steering box oil levels, and top up if necessary.
7. Check the front wheel bearings for free play, adjust if necessary and repack the hub cap with grease.
8. Lubricate all grease points.
9. Check tyre pressures.
10. Check wheel nuts and all steering connections.
11. After the belt pulley has been used check the pulley nut for tightness.
THE LUBRICATION SCHEDULE

Watch your Proofmeter reading and service your tractor at the correct periods according to the lubrication chart.

The Lubrication Chart

Mechanical maintenance

This section describes the mechanical adjustments which are required from time to time and which can be incorporated in the
lubrication services. Maintaining the correct adjustment of controls and moving parts is important, as in addition to providing safe and
efficient operation, wear on the parts will be reduced to a minimum.
Fig. 11 - The Engine)

Fig. 19 - The Gearbox


In addition to routine checks and adjustments this section also gives full information on adjustments that may have to be carried out to
suit the tractor for any particular operating conditions, such as altering front and rear track widths and adding liquid ballast.

VALVE TAPPET ADJUSTMENT

Tappet clearance is an important factor in the efficient operation of the engine and a check at regular intervals of not more than 600
working hours will indicate when adjustment is necessary to ensure that engine performance is kept up to standard. The clearance is
the same on all valves and should be 0.010 in. (0.25 mm) when the engine is at its normal operating temperature.

To set the tappet clearance the following procedure should be adopted:

1. Run the engine until its normal operating temperature is reached.


2. Stop the engine and make sure that the stop control is held in the "out" position to ensure that the engine does not start when
it is being "turned over" during adjustment.
3. Remove the primary air cleaner from the body of the main air cleaner and the vertical exhaust silencer (when fitted) from the
exhaust manifold. Remove the bonnet (four screws, spring washers and nuts), followed by the valve rocker cover (two self-
locking nuts, flat washers and spring washers).
4. Move the small flywheel inspection cover on the left hand side of the clutch housing to one side and rotate the engine until
the line marked "TDC" on the flywheel is in line with the "V" notch in the clutch housing. Check that No. 1 piston is at top
dead centre on its compression stroke, i.e. valves numbers 1 and 2 are closed (valves numbered from front to rear of the
engine).
5. Check the clearances on valves number 1, 2, 3 and 5 by inserting a 0.010 in. feeler blade between the end of the tappet
adjusting screw and the adjacent pad on the rocker (see Fig. 12). If the clearance is incorrect, loosen the locknut of the tappet
adjusting screw and turn the screw in or out as necessary until the correct clearance is obtained. Hold the screw and tighten
the locknut, then re-check the clearance.

Fig. 12 - Valve Tappet Adjustment

6. Turn the engine through one complete revolution (flywheel timing marks again aligned) and adjust valves number 4 and 6.
7. Replace the rocker cover, taking care that the gasket is correctly lobated in the cover and secure with two fibre washers, flat
washers and self-locking nuts in that order.
8. Replace the engine bonnet, primary air cleaner and vertical exhaust silencer (where fitted) and close the flywheel inspection
cover on the clutch housing.
FUEL SYSTEM

It must always he remembered that the injection equipment used on your tractor is made to very accurate limits, and therefore even the
smallest particle of dirt that enters the fuel pump may destroy the accuracy of the equipment, by causing scoring or premature wear on
the highly finished parts.

HANDLING AND STORAGE OF DIESEL FUEL


It is essential that the diesel fuel used in your tractor is completely free from dirt or water. This can only be accomplished by always
ensuring that care is taken in storing and handling, and that only reputable grades of fuel are used. The most satisfactory arrangement
for storage is a bulk storage installation with a tank and pump). However, a gravity feed installation located high enough to enable the
tractor tank to be filled, and set to slope downwards at the rear to allow sediment to settle, is a satisfactory method of storage. Never
use a galvanised tank. The zinc from the coating will react with the diesel fuel and form undesirable compounds which can adversely
affect the operation of the fuel injection equipment. If you have to keep your fuel in drums or barrels, it is preferable that you keep
them in a clean dry shed, with a concrete floor. Your lubricating oil can also be stored there. If possible use a 40 gallon barrel, fitted
with a tap and mounted lengthwise on a trestle so that the barrel slopes downwards approximately half inch per foot (5 cm. per metre)
away from the tap. This will allow the sediment in the fuel to settle at the rear of the tank, and remain as the fuel is drawn from the
barrel. Never tip the barrel so that you use the fuel below the level of the tap. After use replace the bung securely in the top, and clean
up any fuel you have spilt, as fuel oil does not evaporate and will collect dust and dirt if allowed to remain. When a new barrel of fuel
is going to be used, mount it on the trestles and allow it to stand for at least 24 hours, to allow any sediment that may be present to
settle.

REFUELLING THE TRACTOR


If it is not possible to refuel by hose from the fuel tank, a suitable can and a funnel with a fine gauze filter should be obtained, and
used only when filling your tractor with fuel. Do not be tempted when in a hurry to use any can that may come to hand, as if there is
water, dirt or rust in the can it will then go into the tank with the fuel. Try and make a practice of refuelling in a sheltered position and
always wipe the fuel tank around the filler cap before filling and immediately replace the cap after filling. The fuel tank has a capacity
of 7 gallons (31.8 litres) and at its base are fitted the fuel supply tap and the induction primer pump. The vent hole in the fuel tank
filler cap should be kept free of obstruction.

FUEL INJECTION EQUIPMENT


Fuel supplied from the tank by the fuel lift pump passes through a renewable element filter before entering the injection pump, where
it is pumped under high pressure to the injector of each cylinder. The injection pump is fitted with a pneumatic governor which
provides a means for varying the quantity of fuel supplied to the injectors according to engine speed and load requirements.

FUEL INJECTION PUMP


The fuel injection pump should not require attention between engine overhaul periods providing the fuel filter is serviced at the
recommended intervals. On no account should the injection pump be tampered with; any repairs necessary should be entrusted to your
Authorised Dealer.
FUEL INJECTORS
After intervals of not more than 600 working hours it will be necessary to remove the injectors for servicing.

Fig. 13 - Removing the injectors

If the tractor is operating in exceptionally difficult conditions it may be necessary to service the injectors more frequently to ensure
engine performance and fuel consumption are not deteriorating.
FUEL FILTER
At the same time that the injectors are overhauled (i.e. 600 hours maximum) the fuel filter element should be renewed. Detach the
filter body by unscrewing the centre bolt. Remove the element and clean the interior of the body, using a brush and clean fuel oil. Do
not use a rag to clean the filter body, and do not touch it with dirty hands. Fit the new element (See Fig. 14) and a new rubber sealing
ring between the filter body and the filter head. When retightening the centie bolt use a five inch long spanner and apply moderate
pressure only to ensure that the sealing ring is not damaged by over-tightening. After renewing the fuel filter element it will be
necessary to bleed the fuel system as described below.

Fig. 14 - Changing the fuel filter


BLEEDING THE FUEL SYSTEM
Ensure that all fuel pipe connections are tight and there is sufficient fuel in the tank. Ensure that the fuel tap is in the "on" position, and
slacken the two bleed screws on the fuel filter head (see Fig. 15).

Fig. 15 - Bleeding the Fuel System

Operate the primary lever on the fuel lift pump, and continue pumping until a stream of fuel, free of air bubbles, issues from the filter.
If a full stroke cannot be obtained on the priming lever this indicates that the pump linkage is being held in compression by the
operating cam. To release the linkage turn the engine through one revolution.

Tighten first the inlet and then the outlet bleed screws as the priming lever returns to its upper position. Next loosen the bleed screw
on the injection pump two to three turns, and repeat the operation, securely tightening the bleed screw when all traces of air have been
removed.

Wipe all surplus fuel oil from the exterior of the filter and the injection pump.
TIMING THE FUEL INJECTION PUMP
The fuel injection pump is timed to commence injection at 26' before top dead centre and this can, if necessary, be checked in the
following manner.

1. Move the inspection cover on the left hand side of the clutch housing to expose the fly wheel, and with No.1 piston on its
compression stroke rotate the crankshaft until the line marked "SPILL" on the flywheel is in line with the notch in the clutch
housing (see inset on Fig. 16).

Fig. 16 - Checking Injection Timing

2. Remove the plate from the left hand side of the timing case, and if the injection timing is correct the unmarked line on the
fuel pump drive gear adaptor should be in line with the fixed pointer on the pump (see Fig. 16).
3. If the lines are slightly out of alignment, remove the inspection cover from the front of the timing case cover, slacken the
three set-screws securing the fuel pump drive gear to the adaptor and turn the adaptor until the timing marks coincide.
4. Retighten the fuel pump gear set screws, replace the timing case inspection cover using a new gasket, and tighten the four
retaining bolts securely.
5. Replace the flywheel inspection cover.
PNEUMATIC GOVERNOR
The governor is a sealed unit and if for any reason it requires attention you should consult your Authorised Dealer. If it is necessary to
adjust the idling speed of the engine, the engine should first be warmed up to its normal operating temperature after which the idling
screw (unsealed screw) on the inlet manifold should be screwed in or out to give the desired engine speed. Every 200 working hours
remove the small circular cover plate on the side of the governor and examine the gauze filter capsule (Fig. 17). If it is obstructed by
dust, remove and wash thoroughly.

Fig. 17 - Governor Filter Capsule.

Before refitting, lightly oil the gauze but do not dip it in oil as the surplus may find its way into the governor.

THE AIR CLEANER

The whole time the engine is running a large volume of air is continuously being drawn at speed into the combustion chambers where
it is compressed to a high temperature. In most operating conditions the air initially contains a certain amount of dust, chaff and other
impurities which if allowed to enter the cylinders could have a harmful effect. In addition to forming excessive deposits on the valves,
combustion chambers and pistons, and fouling the lubricating oil, particles of dust have an abrasive effect on the working parts of the
engine and will inevitably cause excessive wear.

The function of the air cleaner is to remove such impurities from the air before it enters the engine, and it will fulfil this function
efficiently, and protect the engine, only if it is itself cleaned at regular intervals and the oil in the base maintained at the correct level.

As described on the Lubrication Chart the oil level should be checked daily and the oil renewed after every 50 working hours. At the
same time as the oil is changed, the lower filter gauze should be cleaned thoroughly (Fig. 18), and the pre-cleaner inspected. It may be
found that the vanes in the underside of the pre-cleaner or the two slots in the domed top are partially blocked and these should be
cleared. The purpose of the vanes is to impart a swirling motion to the air when it enters the pre-cleaner so that larger particles will be
thrown outwards and escape through the two slots in the top.
It must be stressed that although the above checks will be satisfactory in average working conditions, if the tractor is used in dusty
conditions, the air cleaner should be checked, if necessary, several times each day to prevent it becoming blocked. In addition to the
checks described on the Lubrication Chart, the air cleaner should be completely stripped down and all parts thoroughly cleaned every
600 working hours, or yearly, whichever occurs first, although this interval also should be appreciably reduced if the tractor is
operating in dusty conditions.

Fig. 18 - Removing Air Cleaner Base

Remember also that the engine governor operates from the inlet manifold which is directly connected to the air cleaner. Consequently
the engine must not be started when the air'cleaner base is removed, or the governor will not operate correctly and the engine speed
may increase to a dangerous level.

TO REMOVE AND CLEAN THE AIR CLEANER

1. Remove the pre-cleaner, vertical exhaust silencer (where fitted) and the engine bonnet (4 screws and nuts).
2. Disconnect the battery leads and remove the battery.
3. Loosen the clamps securing the air cleaner base to the main body and remove the base and lower gauze filter.
4. The air cleaner support bracket incorporates the throttle cross shaft, and before removing the air cleaner it is necessary to
detach the connecting linkage from the inside and outside ends of this cross shaft (the inside fink is secured by a split pin and
the outside link connection is by means of a spring loaded hall joint).
5. Loosen the clamp at the air cleaner end of the air inlet hose.
6. Remove the four bolts securing the main body of the air cleaner to the battery heat baffle and remove the air cleaner body.
Thoroughly clean all parts of the main oil bath air cleaner and the pre-cleaner. Paraffin may be used for cleaning, but in this
case, all parts should be dried thoroughly before re-assembly.
TO REPLACE THE AIR CLEANER

1. Refit the body of the cleaner in position on the battery heat baffle and secure in position with four bolts and spring washers.
2. Replace the air inlet hose and tighten the hose clamp securely.
3. Reconnect the linkage to the inside and outside ends of the throttle cross shaft.
4. Refill the oil bath with clean engine oil to the level of the shoulder formed by the reduced meter at the lower end of the base.
Replace the base and gauze filter in position on the main body and tighten the ring clamp securely.
5. Replace the battery and reconnect the leads, ensuring that the positive terminal is connected to the earth strap.
6. Replace the engine bonnet (four screws and nuts), vertical exhaust silencer and the pre-cleaner.

CLUTCH PEDAL ADJUSTMENT

The standard clutch on the tractor is of the dry single plate type which requires no attention apart from ensuring that the clutch pedal
free movement (i.e. the distance the pedal may be moved before encountering resistance) is maintained at a specified figure (19 mm).
See Fig. 20.

Fig. 20 - Clutch pedal free movement

Failing to maintain this free movement will result in clutch slip giving rise to excessive wear, overheating and eventual clutch failure.
On tractors equipped with "Live" PTO a double clutch is providing individual transmission of engine power to the rear wheels and to
the power take-off drive. Clutch pedal free movement on these models should also be maintained at 19 mm.
TRACTORS WITH SINGLE PLATE CLUTCH
Remove the split pin and clevis pin on the operating rod (Fig. 21A) and turn the clevis to increase or decrease the effective length of
the rod until 19 mm free movement is obtained at the pedal. Replace the clevis pin and secure with a new split pin.

Fig. 21 A/B - Adjusting clutch pedal free movement

TRACTORS FITTED WITH "LIVE" POWER TAKE-OFF


The clutch release arm used on these models incorporates an adjustable screw, the head of which bears against a lug cast on the
transmission housing when the clutch pedal is released (Fig. 21B). To set the pedal free movement release the adjusting screw locknut
and turn the screw until the specified 19 mm.

Under no circumstances should the clutch operating rod be altered in length to adjust pedal free movement on these models.

CONTINUOUS "LIVE" P.T.O. OPERATION


When operating certain types of equipment from a "Live" P.T.O. it may be desirable to reset the clutch linkage to obtain a continuous
drive to the equipment, i.e. so that the clutch pedal when fully depressed connects the drive to the transmission only. To reset the
clutch linkage remove the clevis pin spring clip and withdraw the clevis pin. Connect the foremost of the two holes in the clevis to the
clutch withdrawal lever and refit the spring clip to lock the clevis pin. Do not disturb the clevis lock nut.

WARNING: This provision is intended mainly for operating hydraulic equipment but in any case, in the interests of safety, the
recommendations of the equipment manufacturer should be followed.
BRAKE ADJUSTMENT

The only brake adjustment necessary between overhauls is that for normal lining wear indicated when pedal travel becomes excessive.
The adjustment must be carried out with the drums cold.

1. Release the parking brakes and jack up each rear wheel in turn to adjust.
2. Slide back the adjusting slot cover on the brake back plate. Using a screwdriver, turn the notched adjuster wheel towards the
rear of the tractor to expand the brake shoes in the drums, i.e. with the screwdriver engaged in the wheel as shown in Fig. 22
move the handle of the screwdriver towards the front of the tractor. Continue until the shoes are fully expanded.

Fig.22 - Brake adjustment

3. Slacken back the adjuster until the wheel is just free to turn and replace the adjusting-slot cover.
4. Check both drums for overheating after an hour's normal operation and slacken back the adjusters if necessary.
THE COOLING SYSTEM

In the tractor cooling system thermo-syphon action is utilised, assisted by a centrifugal pump, to circulate water around the engine
cylinders and combustion chambers before passing it to the radiator. Here the water is cooled by the flow of air drawn through the
radiator by a fan. The circulation of water is blocked in the cylinder head outlet to assist rapid warming of the engine until a
temperature of 162 F. (72 C) is achieved. A temperature gauge is fitted on the instrument panel to indicate the most efficient operating
temperature. The capacity of the cooling system is 15 pts. (8,52 litres).

THE RADIATOR

The radiator should he kept filled with clean soft water and checked daily or more frequently if in continuous operation in hot
climates. Rainwater is preferable, as most mains supply water is harder and may leave calcium deposits in the cooling system. For
operation in hot climates the Dexta is supplied fitted with a radiator pressure cap This incorporates a spring loaded valve which seals
the system, raising the boiling point and minimising loss of coolant through evaporation. The cap should be removed before the drain
taps are opened to drain the cooling system.

CAUTION: It is dangerous to remove the radiator cap when the coolant is near boiling point!

FROST PRECAUTIONS
In winter it is advisable to use an anti-freeze solution to protect against frost, as if the coolant freezes the resulting pressures might
severely damage the engine block or the radiator. Alternatively, the cooling system may be drained but this should not a regular
practice otherwise excessively large calcium deposits from each batch of water may block the system. If it is necessary to top up, pour
in an anti-freeze solution when the engine it hot. This will prevent loss of the solution via the overflow as would occur it topped up
when cold.

CLEANING THE SYSTEM


In the spring the system should be drained and flushed out thoroughly. The rust inhibitor in the anti-freeze will not remain effective
indefinitely and it is therefore advisable to drain the cooling system in the spring and refill with clean soft water. Drain off and flush
the system through thoroughly, using a hose pipe.The radiator core should also be hosed down to wash out accumulated dirt and chaff
and the system finally filled with clean soft water. Before winter again drain, flush and refill with an anti-freeze solution. Always fill
the radiator slowly to avoid an air lock.

MAINTENANCE
The water pump, fan and also the generator are belt driven from the crankshaft pulley. Every 200 hours test the fan belt free play (Fig.
23) and if it exceeds 1 inch (2,5 cm) total movement adjust by slackening the generator mounting bolts and moving the generator
away from the cylinder block. Tighten the mounting bolts securely after adjustment. NEVER RUN THE ENGINE WHEN THE
RADIATOR IS EMPTY!
Fig. 23 - Fan belt adjustment

WHEELS AND TYRES

WHEELS
The rear wheels are of two piece construction and each comprises a dished wheel disc and a well-base rim. Each rim has six lugs
welded to its inside diameter and is secured to the wheel disc by six bolts passing through these lugs. Each wheel assembly and its
brake drum are mounted on eight studs on the axle shaft flange. Two sizes of tyre may be used with the standard wheel and full
information regarding changing tyres is given elsewhere in this manual.

TO REMOVE A REAR WHEEL


If wheel weights are fitted all the outer weights should be detached before the wheel is removed as the additional weight will tend to
damage the wheel stud threads. The inner weights may be left in position bolted on the wheel discs. Apply the parking brake and using
a wrench slacken the wheel nuts a quarter turn only. Place a jack under the axle housing and raise the wheel until it is just free to turn.
Unscrew the wheel nuts and carefully ease the wheel off the wheel studs.

TO REPLACE A REAR WHEEL


Ensure that the flanges on the axle shaft and wheel are clean and position the wheel carefully so that it enters on the studs. Grease the
threads and replace the wheel nuts with the cone face towards the wheel. Tighten the nuts gradually, working at alternate sides of the
wheel so that the wheel is pulled down evenly on the flange. Lower the jack, recheck tightness of the nuts and replace the wheel
weights. Always check the wheel nuts after the tractor has been in operation a few hours, and recheck if necessary after a further
interval, to ensure no further movement can be obtained on the nuts.

FRONT WHEELS
The wheels are of the well-base type and each is secured to its hub by six studs and nuts. To remove a front wheel slacken the wheel
nuts a quarter and jack up under the outer axle beam. Unscrew the wheel nuts and lift the wheel off the studs. When replacing the
wheel fit the wheel nuts with the conical face towards wheel and tighten evenly working at alternate sides of the wheel.
FRONT WHEEL MAINTENANCE
Every 200 hours remove the front hub caps and jack up the front end of the tractor. Test for play on the wheel bearings by holding the
wheel rim and moving from side to side (Fig. 24). Do not confuse bearing movement with wear on the spindle bushes.

Fig. 24 - Wheel bearing adjustment

If appreciable play exists remove the split pin and tighten the nut gradually until a slight resistance is felt to spinning the wheel;
slacken back the nut one castellation and fit a new split pin. Repack the hub cap with grease and replace.
PNEUMATIC TYRES

Tyres have the all important job of converting engine power into traction. Correct tyre maintenance is essential from the point of view
of efficiency in work and also because it will help prolong tyre life. The most important aspect is that of tyre pressures. The correct
pressures are given in the specifications at the end of this manual and these should be checked weekly using an accurate gauge. If the
tyres are waterballasted obtain a special water gauge which is corrosion resistant.

Fig. 25 - Detaching tyre from rim

Always replace the valve caps tightly; they act as a second air seal and also keep dirt out of the valve cores. Under-inflation will
reduce tyre life by allowing excessive flexing of the tyre walls. Do not reduce pressures excessively to obtain improved wheel grip;
adding wheel weights or liquid ballasting is more effective and will not impair tyre life. Over-inflation will impose heavy stresses on
the tyre walls especially on hard stony ground, and will reduce wheel grip.
Fig. 26 - Levering tyre off rim

If the tractor is to be stored inflate the tyres to slightly above the specified pressures and chock up the tractor with the tyres clear of the
ground. Remember that grease, oil and some chemicals used in crop spraying will attack rubber and shorten tyre life if allowed to
remain on the tyre.

TYRE REMOVAL
Deflate the tube completely and press the valve through the valve hole in the rim. Loosen the bolt heads from their seating using a
cranked tyre lever and working around the tyre in short steps. Two or three circuits of the tyre may be necessary to free the bead
completely. At a point opposite the valve, force the tyre bead off its seating into the center of the well-base. Insert two spoon levers
about 4 inches apart between the bead and the rim near the valve (Fig. 26). Force a short length of bead over the edge of the rim, then,
leaving one tyre lever in position, follow around the rim with the other lever to remove the remainder of the bead. The inner tube can
then be removed.

CAUTION: Care should be taken to ensure that the soft rubber lip on the inner edge of the tyre bead is not damaged by the tyre levers
as such damage will subsequently tend to chafe the inner tube.

To completely remove the tyre from the rim, turn the wheel over and place a block under the disc so that the tyre is clear of the floor
(Fig. 25). Prise the tyre off the rim, starting with a small section and following around the wheel.

TYRE REPLACEMENT
When replacing the tyre, it is advisable to coat the inside and outside of the tyre beads with a soft soap and water solution. This will
assist in casing the bead over the edge of the rim and will also protect the inner edge of the bead. If the tyre has been completely
removed, place the wheel on the ground with the valve hole upwards and work one side of the tyre bead over the rim and into the
well-base (Fig. 27). A tyre lever may be used but if the tyre is kept correctly in the well-base very little force should be necessary.
Fig. 27 - Replacing tyre on rim

It should be borne in mind that when installed on the tractor the "V" of the tread should always point forwards (viewed from above)
and also that the offset lugs on the wheel rims should be symmetrically positioned facing inwards or outwards depending on the track
setting. The wheel assemblies are therefore a pair and it is possible, unless due care is taken, to fit a tyre incorrectly on its rim.

Prepare the cover by dusting with french chalk. Inflate the tube until it is barely rounded out and then install it in the tyre temporarily
securing the valve with a nut. Starting opposite the valve, work the tyre into the wellbase and follow round towards the valve taking
care not to nip the tube. Before inflating, make sure the tyre beads are on the rim seat then inflate to 30 lb. per square inch (2000 gm.
per sq. cm.) to ensure that the beads are correctly seated. The valve core should then be removed to deflate the tyre completely and the
tyre finally re-inflated to the correct pressure. This will ensure that the tube is correctly positioned and that no undue local stretching is
present. Tighten the valve lock nut and install the wheel on the tractor.
WHEEL WEIGHTS

Wheel weights are available for use on both front and rear wheels. Rear increase wheel adhesion, whilst front wheel weights can be
counteract the effect of certain heavy rear mounted equipment where the center of gravity considerably overhangs the rear of the
tractor.

FRONT WHEEL WEIGHTS


Cast iron weights may be fitted to the inside of each front wheel to provide an additional 100 lb. on each side of the tractor. To fit a
front wheel weight remove the wheel from the hub and attach the weight to the inside of the front wheel disc with four nuts, bolts and
washers supplied with the weight.

REAR WHEEL WEIGHTS


Each cast iron weight is approximately 80 lb. and normally three weights per wheel are sufficient for most agricultural conditions. The
inner weight which bolts directly to the wheel differs slightly from the auxiliary weights, being shaped to accommodate the dish of the
wheel disc. It is secured to the wheel by three nuts, bolts and spacers, the prevented from turning by flats on the spacers. If additional
weights are required it is necessary to install the three mounting bolts before bolting the initial weight on to the wheel disc. If still
further weight is required adopt the same procedure ensuring that three bolts are assembled to the preceding weight. In the case of
power-adjusted rear wheels the inner weight is bolted to the weheel disc in a similar manner but the spacers are welded to the wheel
disc and the bolts are prevented from turning by a tongue on the head of the bolt locating in a slot in the spacers.

LIQUID BALLAST

Liquid ballast may be used to provide an alternative or an addition to wheel weights. If there is anv possibility of frost, calcium
chloride should be added to the water to act as an anti-freeze otherwise ice may form inside the tube, become broken up when the
tractor is used and cut the tube. When this solution is used 1 lb. of lime should be added to every 100 lb. of calcium chloride to prevent
acidity.

CAUTION: Never mix the solution in the tyre; put the calcium chloride in water (NOT THE WATER ON CALCIUM CHLORIDE)
in an open container and allow to cool.

Radiator anti-freeze must not be used in tyres or calcium chloride used in the radiator.

To obtain 100 per cent water ballast a special pump is necessary. It is however possible to fill 90 per cent of the tyre as described
below using either a stirrup pump or a tank 6 to 8 ft. (2 meters) above the tyre, in conjunction with a special adapter obtainable from
your authorised Dealer.

TO WATER BALLAST A REAR TYRE:

1. Jack up the wheel of the tractor and chock the wheel with the valve in its lowest position.
2. Secure the tyre valve to prevent it slipping inside the rim and then unscrew and remove the valve core.
3. Screw the adaptor onto the valve so that the plastic tube enters into the crown of the tyre.
4. Feed in the solution and as the tyre fills, slowly turn the wheel (to allow the air to escape) until the valve is at the top.
5. When the solution issues from the small pipe in the side of the adaptor in a steady stream, the solution has reached the correct
level.
6. Remove the adaptor and replace the valve core.
7. Remove the jack and adjust the tyre pressure to 12 lb. per square inch with the valve at the top of the wheel.
The above table is correct for a solution of 2 lb. of commercial calcium chloride per gallon of water (0,2 kg per litre) which will protect the tyre against freezing down to a
temperature of 18 oF (-8 oC), 4 lb. per gallon of water will give protection to -8 oF (-22 oC.) and 6 lb. per gallon to -44 oF (-42 oC).

FRONT TRACK ADJUSTMENT

The cast figures on the outer axle beams indicate the track width when both outer axle beams are symmetrically positioned (Fig. 28).
Figures marked on the top of the flange of the outer axles indicate the track width when they line up with the innermost hole (Hole A)
of the centre beam. Similarly the figures on the bottom flange indicate track width when lined up with the outermost hole (Hole B) of
the centre beam.

Fig. 28 - Front axle showing track settings

The full adjustment range is from 48 in. to 76 in. in 4 in. steps unless 5,50 x 16 tyres are fitted when the minimum setting, to avoid the
tyres contacting the radius rods on full lock, is 52 in. Both outer axles must be moved out equally to obtain these settings. To alter the
track settings jack up the front end of the tractor and remove the bolts which hold the outer axle beams to the centre beam. Move the
outer beams to the desired position and refit the bolts securely ensuring that there is at least one open hole between the bolts. Fig. 29
shows the axle with one aide fully extended.
Fig. 29 - Front axle assembly - one side fully extended

With track settings of over 56 in. the radius rods should be located in the outer holes (Hole D) of the centre axle beam to maintain
rigidity. Whenever the front track is altered it will he necessary also to adjust the toe-in setting.

TOE-IN ADJUSTMENT
Front wheel toe-in is set in production and the steering arm and the spindle housing on both sides are marked (Fig. 29). To adjust toe-
in set the steering wheel in the straight ahead position, i.e. midway between left and right lock, slacken the drag link clamp bolts and
twist the drag links to alter their length and bring the marks in Iine. Tighten the clamp bolts after adjustment.

REAR TRACK ADJUSTMENT

There is provision for altering the rear wheel track between 48 and 76 in. in stages of 4 in. for rowcrop work. There are three separate
methods of mounting the rear wheels and the full adjustment range of 28 in. is obtained by using various combinations of these three
methods.

Firstly, each wheel disc is heavily dished and the track may be altered 16 in. by reversing the discs to face inwards or outwards on the
hubs as required.

Secondly, the method of securing each wheel rim to its disc is by bolting to six lugs welded to the rim. A decrease in track of 4 in. is
obtained by repositioning the rim jugs from the inside to the outside of the discs and vice versa.

Thirdly, the lugs being off-set from the centre of the rim, a track alteration of 8 in. is available by interchanging the right and left hand
rims.

The complete range of adjustment is shown in Fig. 30. One wheel only is shown in this diagram, and it should be remembered that
both wheels should always be reset to corresponding positions to obtain these settings. It will be seen that in four cases it is possible to
reset the track simply by interchanging wheel assemblies. Always ensure that the wheels are fitted correctly with the "V" on the tyre
tread pointing forwards at the top otherwise wheel grip will be affected. The wheel nuts should also be checked for tightness after a
few working hours.
Fig. 30 - Rear wheel track settings

METRIC EQUIVALENTS OF TRACK WIDTHS


POWER ADJUSTED REAR WHEELS

Power adjusted rear wheels are available as an optional extra and provide a rapid means of adjusting the rear track between 48 in. and
76 in. Engine power is used to alter the wheel settings and an adjustment range of 48 in. to 64 in. is obtainable with the wheel discs
mounted on the rear hubs in the standard position i.e. dished inward from centre to rim. A further adjustment range of 60 in. to 76 in.
may be obtained by interchanging wheel assemblies. Changing the track with a power adjusted wheel is similar to turning a bolt in a
nut. The rim acts as the nut, with slotted channel bars which serve as threads. The wheel disc acts as a bolt having a helical shape with
a 2 in. pitch. The different track widths available are shown in Fig. 31 and it will be seen that one complete revolution of each wheel
makes a 2 in. alteration in the track. Both rear wheels should be adjusted to symmetric positions to obtain the settings indicated, but by
placing the spacer clamp in other channels on the rim, spacings at half inch intervals can be made. It is not necessary to jack up the
wheels clear of the ground and once the the desired setting has been determined each wheel should be adjusted separately as follows:

1. LOOSENING THE RIM FROM THE WHEEL


o Remove the large nut on the spacer clamp, turn the spring loaded locating stud through 90 degrees and remove the
clamp from the wheel.
o Loosen the nut on each of the three rectangular locking clamps, slide the clamps towards the hub of the wheel and
tighten the nuts to hold the clamps in position.
2. MOVING THE WHEEL DISC IN THE RIM
NOTE: to increase the track (i.e. to move the wheels outwards) use low reverse gear for the left wheel and low forward gear
for the right wheel. To decrease the track use low reverse gear for the right wheel and low forward gear for the left wheel.
o The final track adjustment must always be made inward (providing the wheels are not reversed). If an increase in
track is required it will be necessary to move the disc beyond the desired setting and then move it back onto the
setting. Therefore with the engine at idling speed move the tire outward by engaging the clutch with the tractor in
the correct gear and at the same time holding the opposite wheel with the brake so that the tractor rolls slowly.
Disengage the clutch immediately when the wheel disc strikes the end stop. If it is required to move the wheel
inward to decrease the track it is not necessary to move the disc back on to its stop before proceeding with the
adjustment.
o Place the spacer clamp in the channel thread bar for the desired settings as shown in Fig. 31. The oval foot of the
spring loaded locating stud is inserted in the channel slot, then turned so that the bolt head is secured in the channel.

Fig. 31 - Selecting the track width

o Move the wheel inward by selecting the correct gear, engaging the clutch with the engine at idling speed, braking
the opposite wheel to let the tractor creep while the wheel disc is revolving. Disengage the clutch immediately when
the wheel disc strikes the spacer clamp, see Fig. 32.
Fig. 32 - Wheel disc against spacer clamp

3. SECURING THE RIM IN POSMON


o Remove the spacer clamp from the channel bar by turning the spring loaded locating stud through 90 degrees.
o Use the spacer clamp as the fourth wheel locking clamp. Replace the clamp on its stud, locating the lug in the
holding slot and engaging the spring loaded locating stud through the wheel disc. Install the large nut and washer
and tighten the nut securely. The spacer clamp used as a driver clamp is shown in Fig. 33.

Fig. 33 - Spacer clamp used as a driver clamp


o Loosen the nuts on the three rectangular locking clamps and move them into the clamping position in the thread
channel. Tighten all clamp nuts securely.
NOTE:The clamp nuts should be tightened again after the tractor has been used for a short period.
4. CHANGING THE WHEEL DISCS
When a track greater than 64 in. is required wheel spacings of 68, 72 or 76 in. can be obtained by setting the track at 48 in.
for a 76 in. track, 52 in. for a 72 in. track and 56 in. for a 68 in. track then reversing the wheels on the tractor.
o Loosen the eight nuts on the wheel studs at each rear hub.
o Raise the rear of the tractor and be sure it is firmly supported.
o Remove the nuts and interchange the wheels so that they dish outward from centre to rim. The arrow on the side
wall of the tyre should always point in the direction of forward rotation of the wheel.
o Replace the wheel nuts, lower the tractor and tighten the nuts securely.
NOTE: with the wheels reversed (dished outward) it will be necessary to set the spacer clamp and locking clamps
from the inside of each wheel when making adjustments. Disengage the spacer and locking clamps, move the tyre to
its extreme "in" position and set the spacer clamp as desired. Use the tractor power to adjust the wheel to the desired
width and, after adjusting, replace the spacer clamp and locking clamps and tighten them securely.
THE ELECTRICAL SYSTEM

BATTERY MAINTENANCE
Every week remove the filler plugs and check that the electrolyte level is above 0,25 in. (6,3 mm) above the top of the separators (Fig.
34). If the level is too low top up using distilled water. Do not allow the weight of the bottle to rest on the separators or these may be
damaged.

Fig. 34 - Topping up the battery

Distilled water only must be used for topping up and it should be stored in clean covered containers made of glass, china, or rubber. If
the electrolyte level requires topping up at frequent intervals this may indicate that the charging rate is too high and the regulator
should be checked for correct operation.This work should not be undertaken by unskilled personnel as it requires special equipment to
achieve the correct setting of the regulator. The battery electrolyte has a low freezing point and the battery will not suffer damage in
cold weather unless it is allowed to become discharged. The electrolyte will then freeze at an appreciably higher temperature. For the
same reason in cold weather topping up should only be done during charging and preferably when the cells are gassing freely so that
the water becomes mixed with the electrolyte and does not freeze. If electrolyte is spilled on the battery top, clean with a rag
moistened with ammonia.

When fitting a battery to a tractor always connect the positive terminal to the earth strap. Keep the battery top clean and the
connections tight and protect the terminals from corrosion by coating them with petroleum jelly. If the tractor is to be "laid up" for the
winter the battery must be correctly prepared for storage or it will deteriorate. This work is best undertaken by your authorised dealer
and should not be entrusted to inexperienced hands.

An indication of the battery state of charge may be obtained by checking the battery specific gravity using a hydrometer. From the
following table it will be seen that the specific gravity reading drops as the battery becomes discharged. It should be noted that
batteries supplied for use in tropical climates are initially filled with a lower specific gravity, as indicated in the right hand column.
Never top up with acid in an attempt to improve the state of charge of the battery. If electrolyte is spilled from the cells, replace with
an electrolyte of the same specific gravity as that spilled. When preparing electrolyte add sulphuric acid to distilled water (NOT water
to acid!) in a glass container, stirring with a glass rod, until the correct specific gravity is obtained (CAUTION: handling concentrated
sulphuric acid is extremely dangerous!)

THE REGULATOR AND GENERATOR


The generator output is at all times fully regulated so that it supplies the requirements of the battery. The regulator unit, which
incorporates the cut-out is located under the control panel, and does not require any periodic attention. The rubber plug should be
removed and the generator rear bearing lubricated with two drops of engine oil every 200 working hours and the drive belt tension
checked, as described elsewhere.

THE WIRING DIAGRAM


To protect the electrical wiring of the tractor and to achieve a compact layout, most of the wires are bound into a main wiring loom.
On the wiring diagram (Fig. 35) the wiring loom and the various electrical components it connects are depicted in the same relative
positions as on the tractor itself. All wires are differently coloured for identification purposes, these colours being marked on the chart
in an abbreviated form. In addition, to facilitate tracing any circuit, each wire is numbered at the points where it joins the wiring loom.
The control panel is depicted as viewed from the reverse side, this being the side from which any electrical testing would be carried
out.
Fig. 35 - The wiring diagram
THE LIGHTING SYSTEM

TO RENEW A REAR LAMP BULB

1. Remove one of the lamp lenses by detaching the rubber surround from the lamp body. The bulb is then accessible and may be
removed from its bayonet type socket.
2. Fit the new bulb in the holder and replace the lens, fitting the rubber surround carefully into the lip of the lamp body.

TO RENEW A HEADLAMP BULB

1. Loosen the rim clamp locking screw and push it downwards clear of the rim.
2. Pull the rim forwards at the bottom edge and detach the tongue from the slot in the lamp body.
3. Turn the bulb holder anti-clockwise to free the retaining lugs and remove from the reflector. The bulb may then be removed
from its bayonet fixing.
4. Fit the new bulb and re-assemble in the reverse order ensuring that the word "TOP" marked on the bulb is correctly
positioned to the top of the headlamp when assembled.

TO RENEW A HEADLAMP GLASS OR REFLECTOR

1. Remove the headlamp rim and bulb holder as described above.


2. Detach the six spring clips securing the reflector to the rim and remove the reflector and lens.
3. When assembling use new cork gaskets between the rim and glass and lens and reflector. Ensure that the notch on the lens
and the indentation in the reflector line up with the locating tongue in the rim.

TO FOCUS AND ALIGN THE HEADLAMPS


Remove the headlamp rim and reflector as previously described and focus the lamp by slackening the bulb holder clamp and moving
the bulb in or out as required. The headlamp may be re-aligned by slackening the nut securing the lamp and moving the lamp as
desired.

Fault finding and reference

Regular servicing will go a long way to eliminate irksome time-wasting troubles. If however there comes a time when you have
difficulty when starting the engine, or if the engine does run but does not run correctly, then the charts on the following pages will
enable you to approach the problem systematically.

Where possible any repair work should be entrusted to your Fordson Tractor Dealer and, above all, do not interfere with the fuel
injection equipment, except to carry out the work described elsewhere in this manual.
FAULT FINDING CHART: ENGINE WILL NOT START
FAULT FINDING CHART: MECHANICAL

Fault finding
chart - Engine will not start

Fault finding chart - mechanical

REFERENCE: GENERAL SPECIFICATIONS

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