Commentary

I’m a John Deere enthusiast who specializes in Lawn & Garden Tractors (John Deere, of course). While the L&G Tractors are my special interest, I also thoroughly enjoy the content of Two-Cylinder, whatever the subjects may be. The November–December 2005 issue especially got my attention. On what would have been page nine in your page numbering sequence (and by the way, thank you for not spoiling those wonderful ads with page numbers), in the bottom right-hand corner of the page, there is a form that could have been cut out and sent to John Deere to get literature on the checked items. I’m intrigued by the term “Garden Tractor” as one of the choices. I thought that the first John Deere Garden Tractor was the “110” introduced in 1963. What kind of “Garden Tractor” was John Deere building in 1934–1935?

Deere’s entry into the “garden tractor” market was a Model “B” modified by using a single front wheel. Early advertising literature pictures a 4-bolt “BN” and specifically refers to it as the “John Deere Model ‘B’ Garden Tractor”. Since most vegetables were grown in narrow rows, the “BN” was an ideal tractor for market gardeners, truck farmers, and even larger commercial vegetable farmers. The “B” Garden Tractor was short-lived, though, as it refers only to the 24 Single-Front-Wheel Model “B” Tractors built with the 4-bolt pedestal. These tractors fall into the serial number range of 1000 through 3042. Beginning with serial number 3043, the front support (frame) and the steering pedestals on “B” Series Tractors were modified to an 8-bolt mounting, along with other changes. From that point on, the tractor was simply referred to as a “BN”.

As a relative newcomer to the vintage tractor hobby, I see differences in the way that power-take-offs (PTOs) are described for two-cylinder tractors such as: “Transmission-driven,” “live,” “continuous running,” and “independent.” I understand what a PTO is, but am not sure I understand the different types.

The “transmission-driven” PTO is driven by a gear train in the tractor’s transmission, and operates only if the tractor is in motion or if the transmission is in neutral and the engine clutch is engaged. This was a workable system in the early days of the PTO but, as increasing numbers of machines became PTO powered, feeding a heavy or bunched-up crop into a baler, combine, or forage harvester could become an exercise in frustration with this type of PTO.

The problems associated with the transmission-driven PTO inspired the adoption of the direct engine-driven or “live” PTO. With this system, a separate gear train was used to connect the PTO to the engine, so if the engine was running, the PTO was available for operation at any time. This type of PTO is controlled by a separate clutch, and thus is “independent” of tractor motion, which explains the origin of that term.

The term “continuous-running PTO” is actually a bit of a misnomer, because it does not run continually. It is “live” in that it can operate independent of tractor motion, but it is controlled in a different way than the independent PTO. The continuous-running PTO is also directly connected to the engine, but not via a separate gear train as with the independent PTO described earlier. Tractors equipped with continuous-running PTO use a two-stage clutch. With this system, depressing the main tractor clutch pedal part way halts tractor motion but allows the PTO to continue to operate, which is useful for clearing bunches or slugs in a PTO-driven machine. Depressing the clutch pedal fully halts both tractor motion and PTO operation. Most tractors equipped with a continuous-running PTO have a lever to completely disengage the PTO when it is not in use.

The article on serial number plates in “Commentary” in the January–February 2006 issue was excellent, and answered a number of questions. I have another question concerning serial number plates. I have a “420” LP Standard. It was first sold in Louisiana and eventually migrated to Texas. It had been converted to burn gasoline, which was put in the LP tank, and had a carburetor from the engine of a portable welder. I’m restoring it to original condition with the help of advertisers in Two-Cylinder and the Two-Cylinder Technical Council. I’m still looking for fuel lines. The tractor has the original serial number plate (see photo), and the plate is still attached on one end, but the hole on the other end has worn away. Does anybody specialize in restoring these plates? Should I get a replacement serial number plate from John Deere or attempt to keep the original plate on the tractor?

We’re not aware of anyone who specializes in restoring serial number plates, but will offer a few suggestions for your consideration. Since the serial number plate is already loose, it should be removed from the tractor. Once this is done, you have several options. Putting back that wee bit of aluminum that has eroded away from the rivet hole might be able to be done by a jeweler or someone particularly artful in aluminum restoration.

Another option would be to apply for a duplicate serial number plate and lock up the original in your safe. It’s likely that a tag-popper (there are possibly still a few around) wouldn’t bother with a replacement serial number plate. Then, if you should ever decide to sell the tractor, you would have absolutely conclusive proof that the tractor is legitimate.

If you’d like to have the original serial number plate on your tractor, you could do this: Take a sheet of very thin aluminum, and use your serial number plate as a template to cut out a piece exactly the same size. Obtain some Devcon® Aluminum Putty (F) or other aluminum-bearing epoxy/filler, and glue the backing plate to the original serial number plate. Then very carefully use a wee bit of the Devcon® Aluminum Putty (F)to fill the area where the original serial number plate has eroded away. Let it cure, and then carefully file or sand it level. Once this is done, the plate can be installed on the tractor with new rivets and it will look almost as good as new. Should you ever need to separate the two plates, heating them to the 350 degree range will release the epoxy.

When people mention the name “Lindeman,” they are almost always referring to the “BO” Crawler. Most of them seemingly are not aware of the connection with Deere prior to that with the “GPO” Crawler, or later with the “MC”. Could you please go into this subject so the name Lindeman and what they did is not forgotten?

Going into the subject of the products and innovations that Jesse Lindeman and his brothers brought just to to Deere & Company, not to mention the equipment they built both before and after their involvement with Deere, deserves far more coverage than we have room for in this column. This subject was extensively covered in the January–February 1993 issue of Two-Cylinder (out of print), but since that time, a number of folks new to the hobby haven’t had the opportunity to see that issue, and aren’t aware of other products that the Lindeman brothers designed and built other than the “BO” Crawler. Accordingly, another feature article concerning the tractors and machinery created by Lindeman Power Equipment Company is slated for a future issue of Two-Cylinder.

The Lindeman/Deere connection began in 1929, when the Lindeman Brothers, who were John Deere dealers at the time, modified a 1929 “GP” Standard to a configuration better suited for use in orchards and vineyards. This tractor got the attention of Deere officials and engineering forces, and was the impetus for the “GP” Orchard Tractor (“GPO”) introduced for 1931. Shortly thereafter, the Lindeman’s began to convert Model “D” Tractors into crawler tractors. Reportedly, three were built in 1932, but photos suggest that there may have been an earlier version as well. One was sent to Deere for evaluation. The end result of the evaluation at Deere resulted in the creation of the Lindeman-built “GPO” Crawler, of which only two dozen were built.

Business was slow in the Depression years, but during that time Lindeman developed such products as sprayers, brush rakes, hop harvesters, beet loaders, and a host of other machines. The “BO” Crawler was developed in the latter half of the 1930s, and production of this machine really took off during and after World War II. In 1946, Deere informed Lindeman that production of the “BO” would cease in early 1947; but Deere sent them an experimental Model “M” chassis to see if it could be developed into a crawler, which the Lindemans did successfully. Impressed by the work done by the Lindemans, Deere bought the Lindeman facility in Yakima, Washington, in late 1946, renaming it the John Deere Yakima Works. The “MC” and the early production “40” Crawler Tractors were the last tractors with undercarriages and tracks designed and built by Lindeman.

Lindeman’s involvement with John Deere Tractors wasn’t just limited to the crawler models, however. The ABG-1000, ABG-2000, and No. 2100 Tool Carriers for row-crop tractors were also of Lindeman design, as were the MC-1000 and No.1100 Tool Carriers for “MC” and “40” Crawler Tractors, along with the vast majority of the implements designed to work with them. Other equipment produced by Lindeman for John Deere included landshapers, the “Plantrol” transplanting units for vegetable crops (tomatoes, peppers, etc.), and a variety of specialized tillage tools.

Even after the Yakima factory was closed in 1954 (primarily due to high freight costs), the manufacture of some Lindeman-designed machines was transferred to other John Deere facilities, and Jesse Lindeman continued as a consultant to Deere, besides running his latest venture, Northwest Equipment. Almost to the very end of his long life, Jesse Lindeman continued to invent machines and attachments to make farming easier and more profitable — the Lindeman name will not be forgotten as long as collectors and those interested in agricultural history keep it alive. Thank you for reminding all of us.