Hart-parr, Cletrac, Oliver tractor information

Hart-parr, Cletrac, Oliver

HartParr,Cletrac,Oliver tractor infomation page

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This page is all about tractors as the Hart-Parr,Cletrac,Oliver family.

Hart & Parr started off making gas engines; their successful efforts led them to erect the first factory in the USA dedicated to the production of gas traction engines. Hart-Parr are also credited with coining the word "tractor" for machines that had previously been called gas traction engines. The firm's first tractor effort, was called the No.1, it was made in 1901."

By 1907 the Hart-Parr Company was well established in the tractor manufacturing business and had six major branch houses as well as a large factory in Charles City. Charles Hart left the company in 1917. Charles Parr remained with the company until his death in 1941. The Company merged with the Oliver Chilled Plow Works in 1929.

CLETRAC The Cleveland company existed between 1912 and 1944 with their first crawler tractor (model R) appearing in 1916. Roland H. White was the founder, also associated with the White Motor Company. About 40 different model crawlers were produced. In the period 1934-44 a rubber-tired tractor of row-crop configuration with a single front wheeled called the General GG, the GG was their first and only venture into the rubber-tired tractor market. The power unit used was a 4-cylinder Hercules IXA3 flathead engine of 113 cubic inch displacement. The transmissions and final drives were manufactured for Cletrac by the Clark Company of Jackson, Michigan. These same drive train components showed up later in the Cockshutt model 20 in the 50's.

Eventually, the entire crawler line was taken over by the Oliver Corporation in 1944 and for a while, Oliver crawlers were Cletrac clones and for some time many of the castings on Oliver crawlers carried Cletrac identification numbers. Over 3000 Oliver-Cletrac crawler tractors were sent to Australia.

OLIVER The Oliver Company was formed in 1929 after the merger of the Oliver Plow Company, the Hart-Parr Company, Nichols & Shepard Company and the American Seeding Machine Company. It was later to be known as the Oliver Corporation. Production of the Hart-Parr tractor range continued on. "Oliver Hart-Parr" tractors became available sometime in1930. The "Row Crop" was Oliver's first general purpose tractor. Later in 1930, Oliver introduced two more standard tractors, the Model 18-28 and the Model 28-44. Put early pics here The 18-28 and the Row Crop remained in production until 1937 when the 28-44 was transformed into the Model 90 tractor which remained in production until 1952 1935 saw the Model 70 and in 1937 the Model 80[a larger version of the Model 70] was introduced. Oliver’s first diesel tractor was powered with a Buda-Lanova diesel engine; an option for the Model 80. In 1940, the Model 60, [a smaller version of the Model 70] became available. Production of the 70 and 80 series tractors ceased in 1948; they were replaced in the same year by the Oliver 77 and 88. The 60 was replaced by the 66 in 1949. The 66, 77 and 88 were no longer made by the end of 1952, production of row-crop versions ended in 1954.

Later pics The year 1954 saw the Super Series of, 55, 66, 77, 88, and tractors. The Super 44 and Super 99 were built in 1957 and 1958 only. By 1959 the Super series had been dropped. Oliver then went on to manufacture the 440, 550, 660, 770, 880, 950, 990, and 995 tractors. They were the last TRUE Oliver tractors. Oliver was now 1960 the White company. White carried on using the Oliver name Introducing Models 1800 and 1900 in 1960, and following up with the Model 1600 in 1962, 1964 White updated the 1600, 1800 and 1900 tractors, boosting their horsepower output to create the Oliver 1650, 1850 and 1950 series. Tractor products. By 1976 the respected name of Oliver had disappeared entirely.

SOME INFOMATION ON THE 4CYL ROWCROP HARTPARR EXTRACT FROM A BARRIOSBOOKS REPRINT... TRANSMISSION OIL Approximately twelve gallons of heavy transmission oil is put into the transmission case before the tractor leaves the factory, and unless the drain plug is removed during transit this is sufficient oil to start with. The oil in the transmission case lubricates all transmission gears, including the gears that drive the pulley and the power take-off. There is a test plug on the left hand side of the transmission case just in front of the rear axle housing. This plug should be removed occasionally to inspect the transmission oil for proper level. The level of the oil should be kept as nearly up to this plug as possible. The transmission case should be drained at least once a season and washed out with kerosene or gasoline. If it is necessary to drain and refill automobile transmission cases and rear axle housings, once a season, then it certainly is advisable to do this with your tractor, as this will help to prolong the life of the transmission gears and the ball and roller bearings on which all gear shafts are mounted.

CUP GREASE LUBRICATION For lubrication of the tractor outside of the engine the Alemite Zerk pressure system is used. There are just eleven Zerk pressure fittings. Those at each end of the rear axle housing should be supplied with fresh grease at least once every two days. The front wheel bearing should be supplied with fresh grease at least twice a day. The one at the top end of the front steering post should be supplied with grease about once a week. The one at each end of the drag link should be supplied with grease once a day, and the one that oils the clutch collar should be supplied with a very small amount of grease daily. The fixture on the front steering gear shaft should have fresh grease daily. Before applying the Zerk gun to the fittings be sure to clean the dirt off the ends of the fittings so that it will not be forced into the bearings with the grease.

WINTER LUBRICATION It is important that lighter grades of oil and grease be used for winter operation of the engine. Oils and greases thicken in cold weather and retard free circulation to some extent. So for all winter operation, use the grade of oil recommended for use in cold weather. Engines that are in daily use during cold weather will start more promptly and will run more satisfactorily if the oil is drained each night and kept indoors until the next starting time. Do not warm the oil over an open flame as the oil might get afire and do some damage.

STEERING GEAR LUBRICATION The steering gear should be lubricated with transmission oil. The grade of oil used should be light enough so it will not channel in cold weather. 600W is about the correct grade. Do not use cup grease lubrication for the steering gear. SECTION B


THE CARBURETOR The carburetor is a device in which the fuel is mixed with the correct amount of air to form the mixture that is taken into the cylinders and exploded by an electric spark. The carburetor is constructed so as to allow a varying portion of air and fuel to meet these conditions. The carburetor on the Row Crop has the following operating characteristics. Maximum power with good operation at varying loads. Maximum possible economy, especially in the intermediate throttle range. Protection against interference with the mixture by the use of an air cleaner. This process is made more effective by having only one air intake. Good acceleration from low and relatively high idling speed, so it will operate well on governed motors. Good operation even when the carburetor is inclined at an angle up to 45 degrees from horizontal. Maximum power is obtained by means of a clear and unobstructed passage through the venturi, with an ample air intake approaching it. The carburetor is air tight so no air can get into it except through the air intake which is protected by an air cleaner.

BEFORE ADJUSTING THE CARBURETOR Before starting any adjustments be sure they are required. Check the fuel supply, the fuel line, the fuel strainer, and make sure that the flow has not been obstructed. Open the drain cock on the bottom of the fuel chamber and drain if necessary. It is good practice to open the drain cock on the carburetor fuel chamber at least two or three times a day, if kerosene is being used for fuel, as there is always a little water in the kerosene and by opening this drain cock, you will prevent an accumulation of water which may cause trouble. If the carburetor continuously overflows when the fuel is turned on, it is a pretty good indication that the float in the fuel chamber is too high. Read the instructions for adjusting fuel level, under adjustment of carburetor. After you have checked the foregoing on the carburetor, you are ready to make the carburetor adjustments while the engine is running. ADJUSTMENT OF MODEL K CARBURETOR To start engine when carburetor is not adjusted, open main adjusting screw G (Illustration 16) one and one-half turns, and idling adjusting screw A one-half turn from closed position. Run the motor with this adjustment until it is thoroughly warmed up. Final adjustment should be made with the engine pulling full load at normal speed. To use the least fuel possible, adjusting screw G should be turned down as far as possible, without reducing the engine power. The carburetor will be economical at light load with fuel adjusting screw turned down slightly from running position on full load. The idling speed (with throttle closed) is controlled by adjusting screw N and should not be set to idle the engine less than 300 r. p. m. In idling the engine, the fuel adjustment may be made on screw A. It should be turned in to make it richer and out to make it leaner. Adjust idling screw A until the motor idles smoothly. This adjustment must be secured between closed position and one and one-half turns open, on screw A. It might be well to adjust idling mixture before final adjustment has been made on screw G for load operation. Should it be necessary to replace the float valve, hold the float chamber upside down, so the valve will not fall out. When replacing float the letters "TOP" must be on the top side of the lever. After replacing float valve, set top side of float even with the line marked on the inside of the float chamber. The float can be raised or lowered by slightly bending the lever.

FUEL The Row Crop engine is designed to run on either gasoline or kerosene, and the fuel that should be used depends a good deal on what class of work is being done with the tractor. Also, upon the difference in the price of gasoline and kerosene.

BURNING KEROSENE When using kerosene it is absolutely necessary that the heat control valve D (Illustration 6) be set to the bottom position, or with the handle pointing toward "KER" cast on the exhaust manifold. This is the setting for the heat control when burning kerosene in any climate or in any season of the year. Under no circumstances should this control be set in a mid-position when kerosene is used. When using kerosene for fuel on the Row Crop engine it is not necessary that any water be mixed with the fuel as the preheating of the kerosene in the exhaust manifold eliminates the use of a water mixture.

BURNING GASOLINE When gasoline is used exclusively for fuel raise the heat control lever D (Illustration 6) to vertical position with handle pointing toward "GAS" cast on the exhaust manifold. Leave it there except in cold weather when the lever moved an inch or two toward "KER" will add enough heat to give improved performance. When using kerosene as fuel regularly, do not change lever D from "KER" position just for starting on gasoline. We recommend, however, when gasoline is used regularly for fuel during the summer season that the heat control lever be set at the position marked "GAS" as the engine will operate much better on gasoline without being preheated during the summer season. You will get more power from gasoline by burning it cold. The engine will also govern better, when using gasoline for fuel, if the fuel is not preheated. The fuel regulating valve should always be closed slightly from the kerosene adjustment when using gasoline.

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