John Deere HN-47511 Restoration
~~A Summary of Two Tractors into One~~
In the Beginning
By Pat Browning
This a graphic series of stories that go together to make the whole story behind one little John Deere Row Crop tractor that gave our family a new life in so many ways. I would fill a void in this life, and inspire me to write a book about restoring one of these simple but beautiful 61-year-old machine. That so many of these two-cylinder tractors remain at work on American Farms attests to John Deere's high quality engineering standards. Because the "H" model is the smallest of the John Deere row crop line, we affectionately named this tractor Little Johnny.
Little Johnny with serial number H-42820 was part of Deere's 1942 production year. The tractor came to us in August 2003 after being stored in an old barn in South Texas for roughly twelve years. The engine was not stuck, but had no compression; Little Johnny was a non-runner! This tractor was pretty much all there. Missing parts of note were the muffler, radiator cap and shutter, common deficiencies; and the front tires left much to be desired. Rear tires were old & weather-cracked but still had some wear left in them and they were holding air! The sheet metal was rough, but complete. This tractor was considered a fair candidate for restoration. The seller named his price, I agreed, and the deal was struck.
In the prior decade, I "spruced up" a number of tractors; John Deere Models A, B, and H; one of each. And along the same time frame some Ford tractors 'fell under my spell' as well; and I ended up doing three Ford tractors. All neglected maintenance and repair items were corrected, missing parts acquired and installed, sheet metal defects repaired, marginal performers like water pumps replaced, electrical systems inspected and repaired so that everything worked as designed, and each received new paint & decals. Each one of them looked really great and was 'field-ready' and 'field-worthy' when I finished. This is a classic definition of a tractor being "spruced up."
Little Johnny would be different. It was decided early on that Little Johnny would become a new 1942 John Deere Model "H" tractor. By this definition, all incidents of wear and tear were to be removed, maintenance and repair items corrected, and new paint and decals would be applied; but there was to be more expected of Little Johnny. During build-up, this tractor would pass every single acceptance criteria one could find in the I&T Shop Service manual and in the Operators Manual, plus anything I was able to find in Deere Archives by way of Service Bulletins issued for the "H" models. The goal was set! 'To have Little Johnny to look, work, sound, and perhaps even smell like he did back in 1942.
What follows is a blow-by-blow of findings and corrective actions to take a rusty 61-year-old tractor from near oblivion to a show tractor extraordinaire. See before & after pictures on the cover of "A John Deere Model 'H' Restoration Guide," April 2005 Edition.
H-42820 Restoration Summary
(An "H" Tractor)
Here I break the tractor down into ten major subsystems or areas. They are (1) sheet metal, (2) engine, (3) transmission & final drive, (4) cooling system, (5) wheels & tires, (6) fuel system, (7) steering system, (8) clutch-related items, (9) the basic tractor, and (10) auxiliary systems to include gauges, carburetor, ignition, hydraulics, air cleaner, governor, etc. All discrepancy & remedy listings are being regrouped into this order for this tractor.
The 100% restoration decision for this tractor was made on 9/13/2003, and reaffirmed again on 10/5/2003. Accordingly, no effort was to be spared to ensure that each and every specification is met, and that every adjustment and/or alignment can be (and was) made during reassembly and final integration of the S/A's.
Detailed process planning documents were developed and followed in both disassembly, reassembly and/or integration for the sole purpose of controlling special actions like lining the fuel tanks with a ceramic coating, or integration of the fan shaft and governor S/A's. Planning documentation included elementary guidance for the basic tractor, wheels & tires, and final assembly & paint flow. All process-control documentation remains part of the data package for the tractor.
1. Sheet metal
Discrepancies :
Found sheet metal rusted, with dents, bends and holes, some captive nuts missing, holes in grill mesh, and with some of the bolt holes oversized and/or elongated. Three captive nuts also missing in AH650R hood support bracket
Corrective action:
R/R both grille pieces with New Reproduction Grilles. Send hood to a specialist body shop (Sharp's Body Shop in Missouri) for full restoration & total repair. Sandblasted, smoothed and primed medallion and instrumentation panel. The end result is new sheet metal for this tractor!
Paint used on this tractor is synthetic enamel by John Deere; JD Classic Green, and the usual JD AgYellow. Decalorama were the computer dye-cut vinyl design purchased from Travis Jorde Decals, and were applied as a last step, but before sheet metal is installed on tractor.
2. The Engine
Discrepancies :
Tractor engine was not in running condition and, there was no compression. The muffler was basically missing; the exhaust pipe riddled with holes. Once into the engine, found cylinder walls in block worn, and pitted over 0.020" deep, wrist pins severely loose, both cam bearings shot, and the lobes on the cam were severely worn. There was also evidence of oil loss at both main bearings, and upon removal of the crankshaft, found the bushing in the right main worn completely through. As for the cylinder head, found both intake valves defective & drain hole wallered out; it was otherwise just fine.
Corrective actions :
a. R/R AH519R muffler and H1059R exhaust pipe.
b. Reworked cylinder head -- An exhaust valve was stuck open. Basic valve job was performed, also oversized drain hole to one inch NPT & installed 1 x 3/4" NPT reducing sleeve. New intake valves were installed and new R2622R manifold studs were installed. Both the manifold and cylinder head interface surfaces were milled, and both were tested for cracks - none were found.
c. A 'system decision' was made to install new engine -- oversize cylinder block to +0.040, replace old pistons & rings to match overbore of block, new connecting rods, reground crankshaft and newly rebushed and matching mains -- all components a matched set for the rebored block.
d. R/R camshaft with reground item -- R/R also JD7169R left cam bearing, AA6619R right cam bearing, and also the AH583R oil seal for the right bearing.
e. With crankcase nearly empty following removal of crankshaft and mains, opportunity was taken to disassemble & clean oil pump, and R/R the two main gaskets associated with the pump. Hand testing of the pump indicates it is fully functional before reinstallation.
3. Transmission & Final Drive
Discrepancies :
The rear wheel hubs were froze in-position on the axles; brakes were basically inoperative in that the left was frozen (stuck) and the right was ineffective. As the rear axle housings were removed, found right side a massive 'oil pit,' and the left a hardened mass of what once was water & oil in a colloidal suspension. Removal of rear axle assemblies provided opportunity to R/R rear main case inner seals. As the gear shifter and transmission cover S/A was removed, found shifter and its sub-components rusted "To Smithereens." Basically, all the components mounted along the shifter shaft were lost. And once into the transmission, found massive amounts of sludge & contamination plus out-of-tolerance items such as excessive end-play in slider gear shaft, and misalignment of the drive gears which is controlled by the shifter shaft.
While not a discrepancy per se, tractor has no PTO. Elected to procure a PTO kit made up of salvaged parts. The PTO package arrived with some grief of its own. The kit had a bad drive gear (it had been repaired & done wrong); the "flipper guard" was quite bent up and cracked, and with bad bearings in the power shaft S/A. The hole through the power shaft is drilled at 1/4" diameter (information item only). A final concern -- the PTO shifter shaft (H724R) was bent, this being noticed as it was screwed into the tapped hole provided.
Corrective actions :
a. Needed 5-ton puller to remove one of the rear hubs, then axles and hubs were cleaned with 6-inch twisted-wire brush mounted on a side grinder. Once the axles were cleaned to the very limit of wire-brushing (above), a coat of bearing grease was applied which sealed the axle surface and provided a slick path for wheel tread adjustment. Also found B1190R hub bolts eroded -- may need to be replaced. (open item)
b. As for contaminants of dirt and sludge, cleaning was a constant job, and the internal cavities were flushed & washed, and wiped dry of all prior accumulations of dirt, etc.
c. Much effort was needed to restore the rear axle S/A's. Brake drums were salvageable & were taken to San Antonio Brake & Clutch to be turned. The 5-ton gear puller was once again rented to pull the left brake drum out of the "hardened mass;" very difficult. As for the brake shoes, two were replaced, and all were take to San Antonio as well to be relined (pulley brake relined at same time, at same place). As a result of the hardened mess the left side was in, replacements were needed for H441R snap ring, Two A134R adjusting pins, A348R shoe spring, A152R pedal shaft, and A321R cam. Also learned later on the wear between the pedal shafts and mating cylinders in castings was sufficient to warrant building up of pedal shafts and "rounding" of mating casting cylinders -- this necessary on both sides.
d. R/R rear main case inner seals AH633R.
e. As relates to shifter S/A, found both rings welded in the place of the snap rings, as well as massive erosion of the shifter cover, socket, washers & ball. Cleaned away all evidence of the upper weldment (ring) paving the way for normal reassembly using the required snap ring. Also had machinist 'enhance' the upper snap ring groove. Items replaced include H378R cover, H718R socket, 3ea B2274R washers, B387R snap ring, H717R shifter ball, and H723R leather (weather) seal plus associated gaskets & safety wire. As it turns out, even after enhancement, the regular B387R snap ring was eventually replaced with a "C-type" 5/8" snap clip - a much better repair for a marginal design. The lower weldment remains in place.
f. Slider shaft end-play adjustment was made in accord with paragraph 205 of the JD-4 Service manual; the quantity of shims & gaskets on the right side of tractor was adjusted to remove all bearing play (end play) but allow the shaft to rotate freely.
g. Other observations and/or adjustments performed: Shifter shaft drive gear alignment was adjusted to achieve optimum alignment for all forward gears when shifted into drive (SM, para 201). Countershaft was inspected to ensure there was no end-play between gears and pinion (SM, para 211). Reverse gear & shaft were also checked to ensure a free & running fit (SM para 205).
h. R/R the AH1196R PTO drive gear, R/R both power shaft bearings and the rear seal (11/24), straighten the errant flipper guard (11/21), and took it to welding to fix partial tears (11/22).
i. As for the H724R shifter shaft, the solution here is unique. As this shaft was being screwed into the tapped hole in the main case, trials were made to test "shiftability" by moving the AH794R shifter to & fro on the slider shaft. A temporary dial was affixed to the shaft's bolt type head. At point of most free movement, the shaft's position was noted. After several re-verification steps, a "mark" was made on the head to denote 12 O'clock (Straight up). This mark then served as a guide for the final rotational position of the shaft. To straighten this shaft was ruled out because of perhaps making it weak to the point where it may break. Free movement of the shifter is the only applicable criteria here. To view the setup for this mark, see picture below.
4. Cooling System
Discrepancies :
Radiator cap missing, hoses hardened, overflow tube and its packing nut missing, and water jacket (under test) leaked at just about every point possible except through the core. Massive rust in inlet elbow pipe, and lower water pipe; and visible in the radiator tanks led to total disassembly of the radiator for cleaning. Noted rust-through on AH935R upper water pipe, and a 6-inch long freeze crack in the lower water pipe. Radiator shutter is totally missing, as were shutter control rod and shutter control link. Found shutter control lever (in hood) frozen in place. Finally, during fan shaft-to-governor integration, found both fan shaft bearings worn out, noisy.
Corrective actions:
a. Purchased AH539R radiator cap, R/R both water hoses (4" and 6" long by 2-3/8" ID), R/R H175R gasket between upper tank and inlet elbow, fabricated H176R overflow tube, extricated broken-off piece of old one from upper tank half, and replaced A172R packing nut. In order to adequately clean tanks and pipes of caked rust, sent all four parts to sandblast -- completely disassembling radiator. Had core inspected at a local radiator shop, and gained an opinion that it was probably fully serviceable as is. All parts other than the core were pre-painted prior to reassembly. Core was cleaned, and new core-to-tank H170R gaskets installed; R/R AH935R upper water pipe and H909R lower water pipe.
b. Shutter control lever (in hood) was removed from hood, cleaned, loosened & painted; and is to be reinstalled in hood during final assembly. Replacement AH740R shutter assembly is installed, this decision made in lieu of the curtain alternative!
c. Fan shaft subassembly was totally disassembled, cleaned and built back up, replacing both the front and rear bearings, each a three-piece bearing of cone, rollers & cup. S/A is totally new!
5. Wheels and Tires
Discrepancies :
Wheels are well rusted, front tires not serviceable, and rears weather-cracked plus worn down to 1/3 cleat depth.
Corrective Actions :
a. At this writing (1/9/04), front wheels have been sandblasted, primed & painted; and outfitted with new rubber. As for the rears, the old rubber is being maintained on a temporary basis. To enhance appearance, clean old rears and apply two coats of M.E. Miller Black Tire Paint. Accordingly, the rear wheels were cleaned using a 6-inch twisted wire brush and side grinder for the most part; tires masked off, primed & painted.
b. The final plan is to send rear wheels (minus the hubs), to sandblast & prime paint using a tow-part epoxy primer. Thereafter, new tires and tubes will be mounted once tractor painting is completed. Approximate cost here is $700.00 (Open item).
6. Fuel System
Discrepancies :
Fuel would not flow from tank to carburetor during initial evaluation. The fuel tank S/A was, in general, marginal. Found lots of rust, at least two rust-through places into the main tank -- these found after some probing, sediment bowl S/A shot, small tank very rusty inside, no strainer left on small tank fitting, 3-way fuel cock & turned hard and upon disassembly & inspection was deemed unworthy, and fuel caps severely rusted & without gaskets. Rust in the fuel path was everywhere!
Corrective actions :
a. Cleaned fuel lines, inside & out -- found one fully blocked.
b. R/R bad parts to include A499R fuel filter (sediment bowl S/A), A2956R strainer-elbow, D2122R packing for AB2805R fuel cock, polished & exercised 3-way fuel cock, fuel caps were sandblasted (to clean) and repainted, R/R fuel cap gaskets. The attempt to re-use the AB2805R 3-way fuel cock did not pan out in the long run. It was eventually replaced.
c. Much work was done on tank S/A to clean it up, close the rust-through holes, and then reline the inside of both tanks with a ceramic coating (KREEM TANK LINER). This two-day process was conducted in accord with a detailed process plan -- in consort with detailed instructions from the manufacturer of the coating material. The relining procedure was followed by more cleanup, prime paint and coats of paint.
7. Steering System
Discrepancies :
1. Found massive amount of rotational slack in steering, and then steering was harder than normal to perform. After opening up the pedestal cap, observed the steering spindle moving forward and aft as steering wheel was turned -- eccentric bushing was free to rotate a considerable amount because its lock screw was loose, and perhaps had been so for years. As a result, the 5/16-18 tapped hole in pedestal casting was wallered out to the point where the screw would no longer tighten. Found extensive end-play in spindle steering shaft; only one H198R shim present. Disassembly of the pedestal from the support frame lead to discovery that the JD 7698R thrust bearing was fully shot; it fell apart during disassembly. Found vast amount of slack in the AH581R bearing for steering worm shaft at the throttle end. There was no sign of H278R bushing which was once installed into H277R casting (bearing). The steering worm shaft was worn well below its 0.750 inch diameter at that point as well. Finally, found steering wheel well weathered, cracked and with some pieces of its basic construction material missing.
2. (12/6) In attempting steering backlash adjustment, found H197R eccentric bushing moving forward and aft, yielding excessive backlash in steering; some 3" at the wheel.
Detailed measurement show over 1/64" in diameter reduction of H197R in its interface with pedestal casting cavity; this providing the excessive backlash. By design, the OD of H197R bushing is 1.500 inches. Wear over the years has taken this one down by 0.015 to 0.020 less, and this play was a sizeable part of the problem. One can assume the casting has suffered some wear too.
Additionally, observed wear of two teeth on H200R sector gear to the point where, from the two teeth at the "dead ahead" position, was worn some 40% of tooth width. This gear, as is, declared unserviceable.
Concern :
Almost assuredly, the method of lubrication for the steering sector gear and steering worm gear will change from oil-bath to bearing grease. Recalling the casting is probably also worn, it can be said that unless the eccentric bushing fits exceedingly well, there is virtually no way to keep gear lube in the sector cavity. The H199R packing may become wallered out in no time & act more as a dust shield than a packing to help retain oil. ++++
Corrective Actions :
a. R/R both JD 7364R worm shaft bearings, installed 5/16-18 helicoil in pedestal to sustain R/R 19H98R lock screw to hold eccentric bushing in place, and where this "play over time" had worn an open place in eccentric bushing, this too was built back up and re-machined. During this work, it was found that H199R cork packing was missing, and it was replaced along with the 19H98R lock screw..
b. R/R JD 7698R thrust bearing in pedestal, also H546R cork washer and missing 24H72R steel washer; replenished H198R shims so as to make spindle end-play adjustment possible.
c. Installed bronze bushing 1 x 3/4 x 1-3/8 long into casting H277R; also drilled and tapped H277R for grease fitting; built up then match-milled the first 12-1/2 inches of the steering worm shaft to the new bushing.
d. The steering wheel was restored using Bondo (tm) to fill voids and cracks, and to restore missing sections of the basic construction. This work was followed by finishing primers to close remaining age cracks. The resultant grip portion was then painted using Rustoleum Gloss Black with the hub and spokes painted the usual John Deere Classic Green.
e. In the final assembly routines, Spindle end-play adjustment was successful in accord with SM, paragraph 20, and worm shaft end-play adjustment made in accord with SM, paragraph 19. The steering backlash adjustment, however, could not be made to pass criteria of SM, paragraph 21 (see item f below).
f. R/R H200R. Gear no longer available from Deere. Found NOS replacement in Colorado from Greg Stephen.
g. The H197R eccentric bushing does not routinely move in relation to H190R pedestal casting. Therefore, JB Weld was used to build bushing back to (and perhaps beyond) original diameter, applying a small amount at a time plus lap-sanding & fit-checking between coats; multi-coating to ensure no voids in the final outcome. Bushing was built up to an interference fit with H190R pedestal casting. Rerun of backlash test -- fully passed with room to spare.
8. Clutch & Belt Pulley Subassembly
Discrepancies :
Found excess play in clutch lever to engage/disengage clutch. During disassembly, found the H344R adjusting disk (clutch facing) deeply pitted, and also a noisy roller bearing in the pulley.
Corrective Actions :
a. Inspected splined interface between H354R shaft and H358R lever for wear. It was found to be just fine. 'Did find two well-worn yoke pins (B178R) and a worn-out B177R bushing for the clutch lever. All three were R/R.
b. Machinist milled on approximately 0.030 inch from the facing of the adjustable disk. This surface mates with the abrasive clutch driving disk, and needed to be smooth.
c. R/R AA6619R roller bearing in clutch S/A. Bearing repacked during final assembly.
9. The Basic Tractor
Discrepancie s:
Found seat well-rusted in its center and small "leading" cracks stemming from the center region, seat channel pivot bolt worn almost one-half through its diameter, and the H370R seat channel deeply pitted with rust. Also found H370R seat channel to have excessive wear at its pivot point and where the spring bolt comes through it. Found a loose weld in AH772R drawbar support. Tractor was well caked with an oil-based mud that seemed to have hardened as if it were sugar-based. Found no shortage of places where lubricants had leaked from tractor, and made decision then to replace all gaskets. Finally, during the beginning of the reassembly stage of things, it was deemed essential to ensure that each and every adjustment that can be made on this tractor (in fact) be free and adjustable!
Corrective Actions :
a. R/R H372R pivot bolt, welded small cracks in seat pan, installed new center for the seat (A/M seat repair kit), and had both the seat and seat channel sent to sandblast for cleanup & prime painting. Welded special bushing at pivot point through which the new pivot bolt will go, & built up worn slot.
b. Took drawbar support piece to welder for re-welding in several places.
c. Used abrasive wheels, scrapers, steel wool, mineral spirits & aerosol carburetor cleaner to both remove foreign materials from main case; used plastic sheeting to collect and contain them.
d. Scanned Service and Operator Manuals to identify all adjustments and specifications that are to be complied with to make tractor fully serviceable. Every adjustment and/or alignment was exercised to ensure full operational status. Included are steering - spindle end-play, steering worm shaft end-play, steering - backlash, engine - tappet gap, camshaft gear backlash, flywheel end-play, oil pressure, carburetor needles, engine speed, throttle linkage, governor linkage, foot throttle, clutch (basic) facings, clutch lever linkage, pulley brake limit, shifter shaft, foot brakes, and shutter linkage. Tractor met every single performance test during build up & final assembly that it had to pass to leave the factor in the first place!
10. Auxiliary Systems (Gauges, Carburetor, Ignition, Hydraulics, Air Cleaner, Fan & Shaft, and Governor)
Discrepancies :
Found the facings of the temperature and oil pressure gauges lost to rust, learned later that there was no line leading to the oil pressure gauge from the main case; carburetor was loaded with rust inside, its float had burst open, and was in need of complete overhaul; in the magneto, found rotor broken and allowed enough slack to have damaged also the rotor cap; plug wires hardened and cracked, also found spark plug shields missing; hydraulic lift unit froze up; air cleaner contained nests of dirt daubers also had non-standard bolt to hold oil cup in place; and spark plugs filled with carbon and/or dirt. During integration testing of the governor and fan shaft S/A's, found governor and fan shaft bearings all noisy, and in need of replacement.
Corrective Actions :
a. R/R both temp and oil pressure gauges. Also fabricated oil pressure line from main case to oil gauge, brought in new fittings as well.
b. Carburetor was 'boiled out' and glass-beaded to adequately remove rust, used drills to ensure all chambers were made free; installed "expanded rebuild kit." The "expanded rebuild kit" included all gaskets, needle valve kit, float, all new brass drill plugs, strainer inlet fitting, drain cock, idle needle, upper throttle bushing, throttle shaft & butterfly, choke butterfly, and all new screws for mounting of butterfly elements.
c. In the magneto, R/R distributor cap, rotor, points & condenser -- magneto bench-tested excellent on 10/8/03. R/R plug wires, R/R spark plugs, cleaned existing one as spares, and installed new spark plug shields.
d. Worked on hydraulic unit to get it free, but elected instead to remove it entirely, replacing it's bearing housing function with H396R bearing housing. Installed also new H898R platform extension to serve as a safety shield.
e. Cleaned mud nests (dirt daubers - common) from air cleaner, fabricated the required B1569R eye-bolt for the clamp and backfilled a dent in the cleaner with Bondo (tm); the dent noticed during prep for painting.
f. R/R all the bearings in the governor proved a good machine shop chore because special (non OTC) pulling tools required; prepared Statement of Work and had this done outside. R/R both governor bearings and also the thrust bearing, a total overhaul. ++++
Introducing the Model HN Tractor, H-47511
On May 20, 2004 an opportunity came, a chance to purchase the main case and full front end (pedestal) assembly of Model HN tractor H-47511, this tractor being fully compatible with H-42820. Rationale: (1) A Model HN tractor is much more rare than an H model, and (2) A huge amount of money had been invested in H-42820 thus the only way to recover this investment would be to increase the tractor's market value. The deal was struck. And in accord with a long-standing covenant I espouse, I purchased these components in order to obtain the serial plate along with those parts of the tractor that made this serial plate unique. Accordingly, H-42820 would become a DONOR tractor, and cease to exist as H-42820. The 42820 serial plate is permanently archived in my personal file. By replacing the H-42820 serial plate with H-47511 and replacing the H front pedestal assembly with the HN pedestal assembly, this fully restored tractor is now H-47511, a bonifide Model HN John Deere tractor.
Discrepancies found in HN pedestal assembly :
The HN pedestal assembly had been reworked quite a bit prior to purchase -- a new tire was installed along with new wheel bearing and a new thrust bearing. The areas of disrepair included a half dozen broken-off studs, a bad sector gear, bad eccentric bushing as well as its lock screw. Also found the threads somewhat jimmied up on one end of the front axle, and that the new thrust bearing had been installed upside-down. And of course, all the parts would need to cleaned, primed and painted prior to installation.
Corrective Actions :
a. Both the H197R Eccentric Bushing and H200R Sector Gear were replaced from NOS parts. Also replaced was the 19H98R lock screw. The tap for the screw was inspected & found to be okay.
b. To repair the axle, the threads were chased using appropriate die and a new nut replaced the old one.
c. All cleaning and repaint work was performed -- completed on 9/12/2004
d. The reworked single-wheel pedestal assembly (front end) was mounted, and all the steering adjustments of spindle shaft end play, steering worm shaft end play, and steering backlash were completed. All passed without incident!
e. The H-42820 serial plate was removed & retired, and the H-47511 serial plate was installed. All corrective actions were completed by 9/26/2004. ~~~~