Field test prototype tractors were built in 1956, and year-around testing began at Deere test farms in Texas, Arizona, and Arkansas, as well as at the Product Engineering Center in Waterloo. Testing ran day and night, as engineers tried new approaches and devised solutions to problems that occurred. By the time that the new tractors had been originally scheduled to be introduced, the fall of 1958, the engineers knew that they were on the right track, but realized that an additional two years would be necessary to finalize the designs and equip the factory to produce them.

The cover of the July–August issue of The Furrow announced “New Tractors Coming!” but offered no clues inside as to what they would be. This issue is a key piece of nostalgia to many John Deere fans today, including J.R. Hobbs, who was about the same age as the boy at the time.

Fortunately, Henry Dreyfuss & Associates was there to help give the engineers the time they needed. Knowing that some of Deere’s competitors were planning to introduce “new” tractors for the 1958 model year, Dreyfuss & Associates, in concert with Deere engineers, had transformed the “20” Series into the “30” Series with fresh new styling and subtle hints of what was to come two years later. With slanted steering, gently rounded sheet metal, and Deluxe Fenders, the “30” Series looked new and modern, although they were more-or-less mechanically identical to their “black dash” (1958 model year) “20” Series predecessors. The new “30” Series Tractors were well accepted from the start and, as it turned out, the “new” tractors from Deere’s competitors for 1959 were basically a rework of previous models, none of which featured anything remotely revolutionary. Since new tractor introductions tended to run in cycles ranging from two to four years in those times, Deere officials breathed a sigh of relief; if the new line of tractors — by now internally referred to as the “New Generation” —could be introduced in the late summer of 1960, Deere would truly be a generation ahead of the competition. The race was on to complete final development in time, and the pressure on the engineers was tremendous; for they knew that even after the final design had been approved for production, there would likely be some problems and field fixes necessary, despite testing on a massive scale.
In late 1959 and through early 1960, production of the two-cylinder tractors was accelerated to build inventory so that the Waterloo and Dubuque factories could be shut down and converted to build the New Generation Tractors. The pressure was on to finalize the designs so that the necessary machines and tooling could be ordered. The investment for just new tooling and machines was in the tens of millions of dollar, and today's dollars are worth roughly one-seventh of what they were then. This was a huge undertaking.

One last run of pre-production New Generation Tractors had been built for final testing during the winter of 1959–1960. Production of the two-cylinder tractors at Waterloo ended in February 1960. The machines and tooling being used to build the two-cylinder tractors were moved to different locations at the factory. This puzzled personnel who were not directly involved with the New Generation project, as they could figure that something big was going on; but what? Questions were asked, and answers without substance were typically given, due to the secrecy of the project.

In January 1961, professional film crews arrived at Waterloo to document the entire production process. Here, Bill Kirby (second from left) is discussing transmission and final drive parts with an inspector and department supervisor.

As new tooling and machines arrived, the personnel that would run them had to be trained in the production of the new parts; and assembly line personnel would have to be trained as well, for the New Generation Tractors would be built in an entirely different way than their two-cylinder predecessors. Many of the first parts had to be made before the machines were permanently located in the factory; and when assembly of the first tractors was begun in June of 1960, “stock chasers” were employed to keep the pilot production line supplied with parts, until locations of all the machines became final and production was under way.

Unknown to most, June 15, 1960, is a pivotal date in John Deere history; for on that day, the last two-cylinder tractor to be delivered to a domestic location, “730” LP-Gas Standard, serial number 7328643, was shipped to Oklahoma City, Oklahoma. On the same day, the first production “4010” Tractor, serial number 21T 1000, was delivered to the Sales Department in Moline.

New Generation Tractor assembly line.

The new “3010” and “4010” Tractors were assembled in a different manner than their two-cylinder predecessors. The two-cylinder tractors had basically started out on the production line as a bare main case, and parts were added as the tractor went down the assembly line. A few sub-assemblies, such as the governor, hydraulic pumps, etc., were pre-tested sub-assemblies; but, by and large, the two-cylinder tractors were built piece-by-piece, and were started for the first time at the end of the assembly line.

The assembly procedure for the New Generation Tractors differed in that each tractor started down the production line with the transmission and final drive preassembled, tested, and with some parts even run-in. Engines were built, tested, and run-in on a dynamometer. Other parts, such as hydraulic pumps and rockshaft assemblies, were built as sub-assemblies and were pre-tested before going to the production line. Assembly of the New Generation Tractors was done in a multi-story building that had been completely refitted. Tested sub-assemblies arrived on hoists and conveyors from the upper floors to the assembly line. This early version of modular assembly procedures, once some experience had been gained, permitted faster and more accurate tractor assembly with less labor. In July 1960, actual assembly line production began on both the new “3010” and “4010” Tractors. Management crossed their fingers, as these tractors would be the bread-and-butter products of the Waterloo Tractor Works, and now all they could do was build inventory and wait until the new tractors would be unveiled to dealers and customers. Then, and only then, would they know if seven years of intense research and development, and the largest expenditure the company had ever undertaken, would bear fruit.

The grand introduction of the New Generation of Power took place in Dallas, Texas, on August 30, 1960, and was dubbed, “Deere Day in Dallas.” (See page 10.)

One of the presentations given to the dealers at Dallas was the Succession Plan, which was what the Factory Sales Department saw as the best way for the dealers to successfully market the new tractors. The “3010”, with 55 horsepower when fueled by gasoline or LP-Gas, and 59 horsepower in the diesel version, was to replace the “630”; the rationale being that the farmer would use “630”-sized tools, but pull them faster. The “4010”, with 80-horsepower gasoline and LP-Gas engines and an 84-horsepower diesel engine, was to replace the “730”. Again, the idea was to pull “730”-sized tools faster, and/or enable row-crop producers to step up to eight-row equipment. So, what about the replacement for the “830”? The New Generation replacement for the “830” was still nearly two years away from production at the time, so the “4010” Standard had to be the pinch-hitter until the “5010” could be launched. This was a job the “4010” could do. In terms of pulling power, the “4010” and the “830” were about equal. Although the “4010” might lose to an “830” in a down-to-the-last-breath pull, in actual field conditions the “4010” Standard was generally at least as productive (and perhaps a little more so) as the “830”. Those producers who wanted more tractor would have to wait until the summer of 1962, when the “5010” was introduced, and the Succession Plan would be complete.

Mounting rear tires on rims.

Although the Succession Plan made perfect sense to the Marketing and Sales forces, evidently the dealers and customers ignored it as a general rule; especially with the “3010”, which many dealers sold as a replacement for the “730”. In the end, it really didn’t matter. By the time the “5010” was introduced, the Succession Plan had largely been abandoned, and Deere was promoting the Dubuque-built “2010” as the replacement for the “630”; although the “2010” had originally been slated as the replacement for the “530”. Buyers wanting a tractor with less than 40 horsepower were directed to the Dubuque-built “1010”, the replacement for the “430” and “435”. Officially, there was no successor to the Model “330”.

The introduction of the New Generation was a roaring success, and actually did put John Deere Tractors a generation ahead of its prime competitor, International Harvester. Ironically, Deere had been gaining market share on IH even during the last year of two-cylinder production. IHC had continued to mate more powerful engines with old drivetrains, and it had finally caught up with them, resulting in massive recalls and a lot of negative publicity. Now it was IH, not Deere, who was under pressure. And, under the leadership of William Hewitt, Deere would continue to move ahead.

Shipping the final product, only a five-minute walk from the melt department (cover photo).

So, what were the real advantages of the New Generation Tractors? By nearly every quantitative method of comparison, they were better machines than their two-cylinder predecessors. They cost less per horsepower, and offered unmatched operator comfort and convenience. It’s true that some models didn’t match two-cylinder fuel economy, and they didn’t have the low-speed lugging ability of the two-cylinder tractors; but, by most any other measure they offered improved performance, especially when comparing work done by hours or days. The variable-speed engines and eight-speed transmissions in the “3010”, “4010”, and “5010” Tractors offered a far better choice of field speeds, along with the ability to be shifted up and throttled back in light-load conditions for better fuel economy. The closed-center hydraulic systems, which were revolutionary in farm tractors at the time, provided a wealth of hydraulic power. Power steering and power brakes were regular equipment, and made the tractors easier to handle. Perhaps a comparison as defined by the original Succession Plan will tell the story better.

Following are comparisons of Two-Cylinder and New Generation Tractors, according to the Succession Plan. Prices used for comparison are based on the last published price for the Two-Cylinder Tractors and the first published price for the New Generation Tractors. The tractors are as comparably equipped as is possible:

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