The 101 Junior and 101 Super were introduced in 1939. The 101 Junior had a 124 cu. in. continental motor for gas. I believe that for about $75 more a bigger continental motor (140 cu. in.) was available. The 101 Super had a 201.3 cu. in. Chrysler motor Both were available with standard front axle or row crop tricycle; front P.T.O. and power lift on R.C. models were optional as were rubber or steel wheels. The Junior was listed with individual brakes; the Senior had 1 pedal only; air cleaners were behind the grill. The Junior had a wire mesh grill with a removable door in the centre. The Senior had one side of the grill removable (wire mesh behind and chrome strips). The 101 was also listed with a kerosene motor (lower compression, hot manifold 140 cu. in.) The 101 Senior tested in Nebraska 1938. Both had 4 speeds forward, 1 reverse.
In 1939 and 40 the company used 31/8 bore motors in 101 Senior models. 1941 and 42 were very similar but 6 cyl. 101 models used 3 bore motors. 1940 saw models 81 and 82 appear. They had 124 and 140 motors respectively, different transmissions (4 forward speeds, 1 reverse); the differential was on the rear axle (101 were ahead of rear axle); the 82 was a kerosene model of 81 and had hot manifold lower compression, rad-shutters, pressed sheet metal corss-wise grill-louvres. 1940 also saw the 201, 202, 203 models, all large 6 cylinder tractors with very similar transmissions and final drive to the M-H 55. The 201 had a Chrysler 241.6 cu. in. engine. The 202 had a continental M 292 engine. The 203 had a continental M 330 engine, the latter two with 7 main bearings in the engine. They also had 4 forward speeds. A 1942 catalogue shows 9 models: 203,102 Junior, 82, 102 Seniorall kerosene or gas models; 81, 101 Junior, 202, 101 Super, 201gasoline models-called high compression; the others had 'regular' compression, would burn gas or kerosene (distillate). The 102 Senior gas had a continental F226 motor; kerosene 102 Senior had a continental A244 motor. All 101s and 102s used very similar (if not identical) transmissions
1942 saw M-H also offering the General tractor, a small 2-plow tractor built by Cleveland Tractor Co. It had a Hercules engine. The 1943 catalogue shows 203G, 102G Senior, 102G Junior all on steel wheels, pressed steel grills with horizontal louvres (except the 201 which had heavy cast iron grill with horizontal louvres); also the 102 Sr. later had individual brakes. Since 1943 was war time with various shortages, the tractors came on steel and with no starters. They had Wico or F.M. magnetoes. Rubber tires were not listed as available in 1943.
A 1944 catalogue shows rubber and steel both listed. However, a catalogue listing didn't mean availability without waiting. Also a government-issued permit was needed when buying a tractor. These tractors were sold till about 1947 when the 20, 30, 44, 55 series were introduced. The 1943 catalogue does not show 81 in the line up. However, 81s were used by the RCAF for towing planes around the airport. They are pictured on front of the 1943 catalogue with bumper, pintle hitch, and heavy cast front wheels towing an airplane.
Quite a few replacement motors were sold as time went on, usually a high compression engine replaced a regular compression motor; an F 162 motor usually replaced an F140. (the 102G Junior used an F 162 high compression motor). This F 162 motor was also used in pumps, forklifts, air compressors etc. In my opinion they did and still are doing a pretty good job. The Chrysler engines were not as good in my opinion. They would not stand lugging so well if run at throttle. They did much better when run with the throttle wide open.
Twin power was a M-H feature. The normal motor speed was 1500 RPM. Twin power was when the speed was increased to 1800 RPM hence more power was used for belt work. Raised notches on the throttle quadrant are twin power notches.
A 1944 M-H catalogue shows the part M-H played in wartime; shells, tanks, truck bodies, airplane wings and various parts were made in large quantities in factories in the U.S. and Canada. Also many farm machines, binders, mowers, plows, tractors, and combines were sold to Great Britain to help the labor shortage and farm every available acre to offset the serious food shortage in Britain in wartime. A model M-H 101 Junior is pictured pulling a plow on a large estate in England in the 1944 catalogue.
When 101 models were introduced in 1939, demonstrations were carried out in many areas by dealers and company personnel, and farmers (particularly prospective buyers) were invited to drive the new models. At the end of the day those who drove them were given a small button with the words 'I have driven the M-H 101'. These buttons are very rare today.
D. Mc Vittie, Box 508, Alliston, Ontario, Canada LOM 1AO, ivas a Massey-Harris dealer from 1950-59 as his father had been from 1938-50. He has many old M-H catalogs, from which came this information concerning the various M-H tractor models.
Mc Vittie has also sent us a list of serial numbers, which we will be happy to reproduce and send to anyone interested. Please send 201 and a self-addressed, stamped envelope. (He advises those whose serial tag is missing that 'it was below the battery on the left side of the tractor just ahead of the transmission. The number was stamped into the top of the pulley shift lever, M-H pony excepted.')
McVittie would appreciate hearing from anyone who can add to his information.
A History of the Massey-Harris Company
Massey-Harris Co. Ltd. (now Massey Ferguson Ltd.), Toronto, Ontario, first started selling gas engines in 1911 when they became 'sole export agents' for Olds engines. Several engines survive with this brass tag on them. This arrangement lasted for two years, and in 1913 Massey-Harris Co. bought out the Deyo/ Macey Co. of Binghampton, New York. The M-H no. 1 engine, which looked very similar to Deyo-Macey engines, was made in the Binghampton factory from 1913 till 1916 when equipment was moved to the King St., Toronto factory of M-H. In the early 1920's, in order to provide increased production capacity and production facilities for tractor manufacture, M-H purchased a plant in Weston (a suburb of Toronto). Production of the no. 1 was carried on there till 1922. M-H built a tractor similar to the Parrott tractor. The no. 1 and no. 2 M-H tractors had Buda motors and the no. 3 had Waukesha motors.
In 1923 a new model was introduced called the no. 2 Kerosene engine; production was again transferred back to King St. and continued there till 1934 or 1935. In 1934 M-H sold the No. 3 engine listed in 1 3, 6 HP (but I believe it only sold in 3 HP size.) This was a very well-designed model (with roller bearings on crankshaft, push rod operated intake valve, diaphragm fuel pump, balanced crankshaft, alloy removable sleeve of tough, long wearing metal), but it was a little too late in time to sell well because of lessening demand. Hydro was just coming in and P.T.O. would drive sprayers and potato diggers, so the market had boiled down to milking machines and remote farm pumps only requiring gas engine drive units.
In 1935 M-H sold the R models made by Cushman Engines of Nebraska. They continued to sell these till about 1952; then for several years they sold the Model S air-cooled engine made by Clarke Engine Co. of Dufferin St., Toronto.
I have talked to several former employees regarding serial numbers and production. Apparently serial numbers were updated each year but no one knows the code. About 1929, approximately 55 men were employed on the engine line and quite a few engines were exported to Africa, Spain, France, Australia.
As M-H sold other equipment to many other countries for many years, the writer would appreciate hearing from anyone who has knowledge of engines being sold in other areas (such as the U.S.A., England, Asia, or Eastern Europe.)
It appears that M-H enjoyed only moderate sales of Olds and no. 1 engines, and only a little better than moderate sales on the no. 2. One man told me that the no. 1 was hard for green operators to keep adjusted and so dealers had to educate the farmer that the no. 2 was better and had to talk down this 'problem'. Another man told me that the no. 1 would have been much better if it had been throttle governed instead of hit and miss. He proceeded to tell me that he knew of quite a few with broken con rods and blamed it on the hit and miss. I believe that adverse tariff regulations and currency ups and downs definitely caused low export sales.
Considering the fact that M-H was represented by a dealer in every town and almost every village, not very many M-H engines survive. The writer does not know of any 15 or 20 HP models. One 12 HP is at the W. D. Museum at Saskatoon, Saskatchewan. A 10 HP and several smaller ones in each size are still in existence locally.