The Nuffield tractor story started in early 1945. The British government still reeling from the effects of the war on the economy, approached the Nuffield organization to see if they would design and build an “ALL NEW” British built wheeled tractor, suitable for both British and world farming. The offer was placed just at the right time, since Morris-Motors of Birmingham were carrying out a policy of centralization, and the Wolseley Car production had been moved to Cowley in Oxfordshire-thereby leaving factory space at the Birmingham plant vacant.
An assessment of the plant was made and the site was deemed siutable for tractor production. The Nuffield team accepted the challenge and arrangements began, starting with the recruitment of Dr. H.E. Merritt and Mr. Claude Culpin, two people who would be instrumental in the designing and testing of the “NUFFIELD UNIVERSAL” tractor.
By May 1946, the prototype Nuffield-Universal tractor was on test, and during the following three months, another twelve prototype tractors were made and tested in the U.K and abroad. The tractors were shown to a selected audience at a demonstration at Pershore Wore in late 1946.
The tractor itself was now thought to be ready for production. All the refinements had been completed and teething troubles overcome, however production was held up due to the steel shortages and full production would be delayed for over a year.
By November 1948, the steel situation changed and sufficient stock could be obtained on a regular basis to begin production. The New tractors were first seen at the “Smithfield show” in London in December that year and were put on the market in utility and rowcrop versions.
The M3 or rowcrop was priced at £ 487 and the M4 utility at £ 495. That price was for the basic tractor only, Hydraulics three point lift and P.T.O cost an extra £60. A belt pully was £12 and electric lights and horn £9.
Initially all the Nuffield tractors produced were were allocated to the U.K with a view to assisting in the increase of crop production to counter the food shortage. After this though from 1949, Nuffield began the exportation of the Universal by a subsidiary company belonging to Morris-Motors called “Nuffield exports Ltd” (initially exports were limited to 5 countries, but later became world wide.)
The Universal itself, was powered by a Morris Commercial, 4 cylinder side valve T.V.O engine, type E.T.A, which produced 38 horse power at 2,000 rpm. The Hydraulic power-lift was well thought out, and remained basically the same for over 20 years, apart from occasional improvements. It is operated by two separate levers, providing 1 lever for internal hydraulics and one for external tappings (such as front end loaders and tipping trailers) or both levers could be used for one double acting external ram. The maximum pressure of the hydraulic system was 1,250 lbs./sq.in, the maximum lifting capacity at the draught link ends was 2,770 lbs.
The Nuffield shared a few obvious similarities to it’s American counterparts, and these were purposely made. They were : the overall appearance was quite similar to the Fordson and the color was “poppy orange”, like Allis-Chalmers. This was done to instill confidence in the farming community that had come to accept for granted the reliability of the American counterparts, and to improve the overall chances of sales both here (in Great Britain) and abroad.
The N-U M.3 and M4 had a five speed gearbox and speeds ranged from 0.91 mph to 17.30 mph. The clutch was a Borg and Beck single dry plate type II AB-G. The full production tractors differed slightly to that of the prototype, the main difference being the hydraulic lift, P.T.O and styling. It was also slightly larger, but apart from that they remained the same.
The Smithfield show of 1950 saw a choice of three Engines on offer, a T.V.O (using the E.T.A engine-later replaced by the E.T.C) a Petrol Engine, and a Perkins P4 (T.A) diesel, which developed 38 H.P at 2,000 rpm ( the P4 was replaced in 1954 by a B.M.C Diesel) The latter being by far more economical to run and by far the most popular. Plus the ever increasing availability of this cheap fuel was to sound the death bell for V.O powered Tractors. This model of universal was known as the DM4, it retailed for the cost of £667 whilst the row crop DM3 was only £10 cheaper.
Serial No’s are as follows (stamped on the offside main frame)
T.V.O : M/3M/4   N.T 501 to N.T 15508
PETROL: PM3/PM4   N.T 75001 to N.T 78653
DIESEL: DM3/DM4   N.T D.E 50001 to N.T 57545

Unlike other Tractor manufacturers, such as Ferguson, International Harvester, etc. who made implements of their own, The Nuffield Organization decided NOT to manufacture implements themselves but to select implements already manufactured that were best suited to the Nuffield-Universal and then approve them for use with the tractor.
Nuffield Mechanizations set up departments to test and evaluate the implements that were sent for approval by manufacturers. Lists of “approved Nuffield” implements were available only from the manufacturer and only approved when the evaluation team felt that they would not damage the tractor when mounted and operating.
In total the Nuffield list had 100 approved implements and even assisted manufacturers in their research and testing of new ones, introduced for the new range of tractor in 1950 ( to fill the gap in the engine range). Since Nuffield’s did not have a diesel tractor engine in production they decided to use the Perkins P4 ( which was already proven in other makes of Tractor) until such time that they could produce their own. It is interesting to note that when the new BMC Diesel engine was introduced to replace the P4 in 1954, sales on the U.K home market were 70 percent Diesel and 30 percent TVO.
By 1951, the service hour meter and the hand brake were standard. The tractor came with a six months warranty. Replacement parts and prices for the Perkins ‘P4’ (T.A) Diesel engine were as follows: engine £120:00, Crankshaft:£6, Cylinder head:£8, Water pump:£ 2,7sh, injector-15 shillings.
In February 1953, production of the ETC T.V.O engine started, ready for the March 1953 press announcements. The new TVO engine had a number of improvements which resulted in a 10 percent more power (43bhp as against 38 bhp on the earlier engine) and 10 percent more fuel economy.
In 1953, the original draw bar was replaced by a mid mounted draw bar for better weight distribution, this also allowed room for an overload release and hand clutch.
The three-wheeled version of the Nuffield-Universal tractor was changed from single front wheel to a “V” twin wheel arrangement.
In March 1954, Morris-Motors introduced the new “Nuffield-Universal” 4DN tractor, using a B.M.C 4 cylinder Diesel engine type OEA 2 which developed 45 bhp.at 2,000 rpm. The 4DM went on sale at £597.00, for the basic model only (no price increase over the Perkins P4 tractor).
First shown at the Royal Highland show in June 1954, the OEA 2 engine, has a 5 main bearing crank shaft and was of a direct injection type it was fitted with wet cylinder liners and aluminum pistons. The crankshaft is driven by a triplex roller chain, it was a 3.7″ bore and 4.724″ compression, ratio is 16.5:1 and normal operating speed range of 1,000rpm to 2,000 rpm. The injection pump was a “SiMMS” inline SPE4A/755 and had a built in pneumatic governor, serial numbers for a 4DM started at DE 1001 to DE 106387.
In 1954 the hydraulic live pump pressure was increased from 1,000 lbs./psi. to a 2,000 lbs./psi, in March 1955, the engine oil filter was modified to protrude the bonnet top to allow easier filling. In 1956-1957, “Roadless Traction Ltd” of Houndslow Middlesex. Produced a half track conversion for the Nuffield, the “Roadless D.G. general purpose” half track as it was known, which consisted of two tracks to replace the rear wheels each track had 34 track plates which were 12″ wide with 17 grousers 4.25″ deep. Idler wheel centers were adjustable from 27&3/4 to 31&5/8ths diameter track pins, Tooth driving sprockets of pitched diameter 40″ the face width 2.5″, idler wheel rolling diameter 25&1/4″. The normal speeds at 1,600 rpm.
By 1955 the sales were 95 percent Diesel, and 5 percent TVO.
The Nuffield tractor fitted with roadless half tracks could not be used with a hydraulic linkage, it came with a draw bar and P.T.O. (due to the idler wheel extending out further than an ordinary pneumatic wheel) the overall length of the roadless conversion was 12′.7.5″ and 6′.11″ wide. A new ” independent” P.T.O. (I.P.T.O.) for the Nuffield tractor (as an optional extra) was introduced in Feb 1956.
It was only available on new tractors and not as conversion kit for older machines, the I.P.T.O, was driven from the engine via a second clutch (mounted behind the main clutch) the clutch is operated by a hand lever located on the left hand side of the gear box.
In August 1957, ‘ The Nuffield Organization’ announced a new 37 BHP. Tractor “the Nuffield-Universal Three”. It was similar in appearance to the DM4 (which was renamed the Nuffield-Universal 4). The three was only available with a BMC 2.55 3 cylinder diesel engine, but many of the parts were interchangeable with the four. (the Nuffield universal 4 was still available with a petrol os TVO engine which later became export only). The wheels and tires were smaller on the three 5.50X15 front and 10.28 (4 ply) rear. where as the four had 600×16 front and 11.36 rear. The “three” was not available with sliding rear hubs (an optional extra on the four). Adjustment of the rear track was by moving the center disc round in relation to the rims, the three was not available in “V” format row crop either and the whole machine was 5″ smaller, a ratchet type handbrake was standard and the handbrake lever optional. The hydraulic power lift (Max pressure 2,000 lbs./psi.) would take both cat1 &2 implements maximum life capacity at draft link ends was 2,500 lbs. tp 2,900 lbs.
Weight transfer was also available as an optional extra. A number of improvements were made in June 1959, main ones being: the inclusion of differential lock and independent wheel brakes. Vacuum brakes made by Clayton and Dewandre became available for trailer attachments and cost £55. Weight transfer. The Hydraulic lift value was changed to facilitate weight transfer to rear mounted implements.
In 1959/60 production was listed as being 25 per cent universal 3 and 75 per cent universal 4. Out of all machines produced total of 78-80 per cent were exported to 78 countries. Whilst those produced for the UK only had diesel engines fitted. In December 1961 Two new models were introduced they were the 4/60 and the 3/42. They replaced the older Universal 3 and 4 models used since 1946.
The two new models were given three figure numbers, instead of “three” and “four”. Model numbers were introduced to help farmers and dealers instantly recognize the engine size and horsepower of the tractor, the 4/60 had a four cylinder diesel engine which developed 60 bhp at 2,000 rpm. The 3/42 had a 3 cylinder diesel engine which produced 42 bhp at 2,000 rpm.
The two new tractors had improvements to the engines and had hydraulic depth control together with independent hydraulics a new Simms Injector was fitted with a mechanical governor.
The 4/60 and 3/42 were built at the Morris-Motors factory, Ward end Birmingham, England. Production was later transferred to the B.M.C factory at Bathgate, Scotland.
The Bathgate factory was established in 1961 on about 250 acres of land, just outside Edinburgh. The training center for dealers and service engineers was sited opposite the factory at Mosside Farm, this measured 166 acres. It may be of interest to note that all the pictures for the sales brochures for Nuffield tractors show photographs of machines in a farm environment. Either at work plowing etc or in rural settings.
This is due to all machines being photographed in situ at Mosside Farm. In August 1964, the 4/60 and 3/42 were replaced by the 10/60 and the 10/42. The main difference here being the new gearbox which offered ten forward gears and two reverse, as opposed to the old 5 forward 1 reverse. These speeds were obtained as a result of a high / low range gear system operated by two levers. The high and low situated on the left hand side of the gear box. The side pully was dropped in favor of a rear mounted pully, the hydraulic lift was strengthened and the instrument panel redesigned to incorporate a rev counter. “Self energizing” disc brakes were also introduced as a new feature on the ten.
December 1st 1965 saw “MINI” mechanization day. Nuffield tractors introduced their new “Mini” following five years of research and experimentation. The tractor was not well received, it was introduced at a time when tractors were getting larger and in fact the ten was by now classed as small. The Mini measured a mere 8ft 2.25 inches long and 3ft. 8.5 inches from the ground to the bonnet top, it weighed in at 2,098 lbs.
A large amount of the development was done by “Harry Ferguson Research” of Coventry (this may have accounted for the great similarity with the early T.E 20 of the 50’s). It was offered with either a BMC 950cc petrol or diesel engine and put out a mere 15 BHP.
The gearbox was a three reverse nine forward gears, via a high/ medium/ low/ reverse gear lever and a 1st 2nd 3rd gear lever which had a safety start feature. Due to poor sales, by November 1968 the BMC Mini was changed. A larger engine (BMC 1.5L) was added giving an extra 10 bhp at 2,000 rpm and the name was changed. The new Mini became known as the Nuffield 4/24, it became distinguishable by the poppy orange coach work with white wheels.
In July 1967 the Nuffield 4/65 and 3/45 tractors replaced the 10/60 and 10/42 models. The new tractors were quickly criticized by farmer, and the press who disliked the new styling as opposed to the old Universal style. The new gearbox had two levers (side by side) giving 2 reverse and 10 forward speeds, the engine was again improved but suffered many faults, engine vibration being the most annoying.
The hydraulic linkage was also updated, a pick up hook was available and the new 16 gallon fuel tank was placed at the front of the machine. The wheel base was also extended to a total length of 80 inches. Shell type mudguards went and full “square type” were brought in.
The steering drag link bar was incorporated inside the engine frame, the hydraulic levers were changed and mounted in a quadrant on the right hand side of the driver together with the depth control lever as similar with other makes. The instrument panel was set just below the steering wheel and a hand throttle was added on the left side below the wheel.
Regardless of all the “improvements” the machine soon acquired the tag of being unreliable which ultimately began the decline in confidence in the Nuffield brand.
The B.M.C (British Motor Company) had been bought out by “British Leyland” by 1968, but at the Royal show, Leyland promised to keep the “Nuffield Tractor” line and disclosed plans to consolidate and expand it. After a year of designing and testing, rumors of a new ” big” Nuffield tractor started to filter out of the Bathgate factory. In November 1969 three new machines were unveiled, however the Nuffield name along with the poppy orange and white livery had been dropped. The name had changed too, the tractors were now labeled “Leyland” (Nuffield) although the Nuffield was relegated to being a small sticker above the model number. Even this was to disappear the following year.
The Leyland 154, 344 and 384 machines were now painted Two-Tone Blue with Silver wheels, the engine gearbox and hydraulics were dark blue, whilst the bonnet and mudguards were light blue. The 384 was powered by a 70 HP, 3.4 liter 4 cylinder diesel engine, which apart from the addition of a harmonic balancer on the crankshaft to alleviate the vibration and a small increase in power was similar to the 4/65. However the restyling improved the machine no end. The instrument panel remained the same as that of the 4/65.
The Leyland 154 was the same as the Nuffield 4/25 apart from the change in color and three bars added to the front grill. In 1969 the retail price of the 384 De-lux was £1,186. The 344 De-lux £1,080 and the 154 De-lux was £680.
The 384 model number stands for a 3.8 liter engine of four cylinders, the 344 3.4 liter engine with four cylinders and the 154 for a 1.5 liter four cylinder all of which remained unchanged until 1979 when production ceased.
The old Nuffield tractor was still recognizable even in the new Leylands and in fact the Marshall tractors owe a lot to the original Nuffield tractor of 40 years ago. Leyland Tractors were eventually sold off to the “Marshall and Sons” and company of Gainsborough, England in 1981 when the “Leyland” name was dropped in favor of “Marshall” who still held some semblance of stability and a name for reliability and quality. Something which the Leyland group had lost and never recovered due to the economic troubles brought on in the 70’s following all the Union strikes.

Anthony West, Yesterday’s Tractors