Power Shift transmission big news on 4020
The 4020, part one: 1964-1968
2003 marks 40 years of 4020

We don’t need to go back to the time when the earth’s crust began to cool and harden to give you the story of the 4020. By now we all know that in 1953, a team of Deere engineers began work on what would some seven years later become the New Generation tractors. The “flagship” model of that line of tractors was unquestionably the 4010. Not only did it have many revolutionary features, it topped the next best selling tractor, the 560 by competitor IHC, by more than 20 horsepower.

Its introduction must have caused a little indigestion around the corporate offices of other competitors as well. Imagine being an engineer for Ford Tractor Company, which was looking forward to the introduction in a few months of its new “big” row crop tractor, the 6000, only to learn that Deere’s new 4010 blew it away in horsepower and features and was already on the market.
Despite a few complaints that the 4010 didn’t have the fuel economy of the 730 or, in some cases, the power of the 830, numbers don’t lie and it was a very popular tractor with 57,573 tractors being sold in three years. If the 4010 caused the competition to sleep like a baby (waking up crying every three hours), what was to come in the fall of 1963 probably sent them to the local drug store for sleeping pills.

First tested at the University of Nebraska in late September and early October of 1963, the 4020 diesel developed 91.17 PTO horsepower. Its six cylinder engine’s 4.25 x 4.75 inch bore and stroke gave the tractor 404 cubic inches. The extra eighth-inch bore and corresponding 24 more cubes gave the 4020 about seven horsepower more than the 4010. Interestingly enough, the 4020 diesel’s fuel economy rating was actually less than the 4010’s by .77 horsepower hours per gallon.
The gas burning version of the 4020 also bested its older brother, the 4010, by seven horsepower, coming in at 88 horsepower, but again suffered by comparison in terms of fuel economy.

Deere engineers kicked up the gas engine’s compression from 7.5:1 to 9:1 for the LP version. Horsepower in the amount of 90.48 was produced, a full 10 more than the 4010 LP and this time the engineers got it right by providing more horsepower and better fuel economy.
But the big news wasn’t so much the engines as it was what they were connected to, namely Deere’s new optional Power Shift transmission. In the late 1950 and early 1960s, Deere had been one of the few tractor manufacturers not to offer some sort of a shift-on-the-go transmission. The Minneapolis Moline Ampli-Torc and Magna Power, the Ford Select-O-Speed and Case-O-Matic are just four examples of transmissions that allowed the operator to change transmission ratios when load or field conditions necessitated. Despite the fact that Deere had at one time developed a version of its own which was self contained within a two cylinder tractor’s pulley and was engaged by shoving the clutch lever past another detent, the company line remained that all these “torque amplifiers” were actually “torque substitutes” and Deere had its torque built into the engine.

Unlike many of the others, Deere’s new transmission had just one lever—a lever which took the place of two or three levers on some transmissions and a foot pedal. It was also unique in that it provided only eight forward “gears.” Deere engineers felt that they were providing a selection of eight realistic speeds, matched to every job. Furthermore, if more speeds were needed, that was what the throttle and the variable speed engine were for. With the Power Shift transmission, the operator was able to shift on the go, without clutching, one or more gears at a time or from forward to one of the four reverse gears, all without using a clutch. What was the clutch now became the “inching pedal” for use in hooking up implements and other close work.
Buyers of 4020s were still able to choose the time tested Syncro-Range transmission if they felt that it might be more dependable or merely to save money on initial cost. Not wanting to repeat the mistakes of the competition, Deere beefed up the Syncro in certain key areas to handle the engine’s increased power. While they were at it, the final drives were also strengthened.
No wholesale changes were made in the 4010’s engine when it became the 4020, save for the previously mentioned increase in bore. However, after the first year’s production, a new head was produced to accept more modern 9.52mm “pencil type” injector nozzles. These replaced the 1964 model year 4020’s old large style 25mm nozzles, the same as had been used on the 4010. If you’ve ever removed and then reinstalled injector nozzle lines on the old style nozzles, you know how difficult it can be to get their connections to seal. The “pencil type” nozzle system of connecting made an often aggravating task much easier.
Another improvement in the fuel system was in the diesel tractors’ fuel filters. Anyone who ever replaced a 4010 diesel’s canister type filters had to be pleased by them being replaced with the screw-on type. Not only was servicing the filters now much quicker, but it was also a whole lot less messy.
Normally when starting a tractor in cold weather, the operator’s first task is to step on the clutch to reduce transmission drag on the engine. However, since the 4020 Power Shift had no real clutch, cold weather starting might have been a problem had Deere engineers not equipped the tractor with an engine disconnect lever. As the name implies, when pulled back, this lever disconnected the engine from the transmission to make starting easier.
The 4010’s flange type PTO stub shaft was replaced by a new stronger double spline type. While this may have been a necessary change to better handle the 4020’s increased power output, it wasn’t a welcome change to all. Changing from 540 to 1000 RPM shaft on a 4010 consisted of removing four cap screws, switching shafts and reinstalling the four cap screws. On a 4020, the process was more like this—drive tractor to pressure washer, clean all areas around power shaft installed on tractor and other alternate shaft mounted above and perpendicular to shaft in use. After thorough cleaning, remove snap rings which hold the shafts in place, then exchange shafts quickly before all transmission fluid runs out of tractor, down your arm and drips off your elbow onto the ground.
Another new feature of the 4020, though not available for the 1964 models, was differential lock. By depressing a small pedal with your right heel, hydraulic pressure engaged a wet clutch directing power equally to both drive wheels. Whether doing tillage or yard work, the operator received more traction and less slippage.
The 4020 was built in three body types—the row crop, standard and Hi-Crop were the basic agricultural versions with some slight variations being made for export. An industrial type tagged the 600 was also produced, but that’s a story for another day. As you can see from the accompanying chart, there are some rather rare variations of the 4020, particularly anything that is both non-diesel and non-row crop. Note that the numbers for the standard type tractors only go up to 1969. From that point on, standard type tractors would no longer be considered a separate “type,” but just a tractor with a different options package.
Cosmetically the 4020 was little changed from the 4010, although there were a few exceptions on the dash and instrument panel. The convex instrument panel was changed to a more concave shape and the black now extended all the way down past the shift quadrant. The tachometer/hour meter was given a different look and Power Shift tractors received transmission temperature and pressure gauges. Diesel tractors lost the 4010’s “STOP” button and instead the throttle knob was pulled outward and the throttle lever pushed upward to shut off the 4020’s engine. Another one of the changes for the 1965 model year was the standard tractor’s fenders. Gone were the 4010 style rounded type that the 1964 standards wore and in was a new type with headlights in the front, much more in tune with those of the row crop 4020 and the 5010.
For those who wanted protection from the elements, an all steel cab built by Crenlo could be added. While a heater and windshield wiper were also welcome additions, what most operators with a cab probably needed most— air conditioning—would not be available for a few more years.
With all these features, it’s easy to see why the 4020 was the sales success it was. It certainly kept the folks at Waterloo busy as they were asked to churn out 4020s at a rate of over 75 per day. This shouldn’t come as a surprise to anyone who views the side bar accompanying this article. Today most of us are resigned to paying a premium for a tractor with green paint, but as you will see in next month's part two of this series, in its day the 4020’s price was very similar or even less than that of its competitors and still offered far superior features and, in most cases, dealer support and service. When introduced in the fall of 1963, the base price for a 4020 row crop diesel was $5,714. That’s a stripped version and it’s unlikely many were sold for that, but add a Power Shift transmission, PTO, dual hydraulics and three-point and it still comes in at just over seven grand. Wish you could order one now, don’t you?
Some have said that the 4020, along with maybe the 4010, 3010 and 3020, were tractors that Deere built too good and that a popularity for these models that never waned cost the company thousands of tractor sales since. This may be true, but as you’ll see next month, planned obsolescence didn’t seem to be a worry for the company at that time. 1969 would bring new features and another four years of success.

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1. Front power take-off delivers full engine power for 1000 RPM operation.
2. Sensing mechanism transmits implement signals to the hydraulic system.
3. Exclusive rack-and-pinion adjustment saves effort in spacing wheels.
4. Independent power take-off handles 1000-540 RPM equipment.
5. Big capacity power brakes (regular) permit short turns at row ends.
6. Selector lever provides Load, Depth and Load-and-Depth control for hitch.
7. Position-responsive rockshaft operates in direct relation to control lever.
8. Power differential lock can be engaged hydraulically on-the-go for better traction.
9. Double-action remote cylinders control drawn equipment accurately.
10. Universal three-point hitch handles both Category 1 and 2 equipment.
11. Posture seat adjusts to weight and height for greater riding comfort.
12. Hand and foot throttles provide a wide range of governed engine speeds.
13. Smooth power steering (regular) saves effort and fatigue on every job.
14. Hydraulic system offers up to three “live” circuits for implement control.
15. Selective control valve permits operating one or two remote cylinders.
16. Gas and diesel engines across the board; LP-Gas, too, for 3020 and 4020 models.
17. Front-mounted fuel tank keeps hood line low for a better view of the work.
18. Oil cooler dissipates heat from transmission and hydraulic system.
19. Variable-speed engine provides husky, flexible power for every requirement.
20. Heavy clutch and flywheel help carry tractor through tough spots.
21. Dual rack-and-pinion steering motor turns front wheels at your command.
22. Exclusive variable-displacement pump provides hydraulic power on demand.
23. Exclusive Roll-O-Matic front wheels cut front end bounce in half.
24. Power Shift provides straight-through shifting without clutching.

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4020 PRICE LIST

Row crop with gas engine $4,894.00
Row crop with LP engine 5,226.00
Row crop with diesel engine 5,714.00
Price includes Syncro-Range transmission, power steering, hour meter, 6.00x16 dual front wheels, 13.6x38 rears, deluxe seat, hand and foot throttle, adjustable swinging drawbar, oil filter, muffler, fuel gauge, 2 sealed beam front lights

Standard with gas engine 5,366.00
Standard with LP engine 5,698.00
Standard with diesel engine 6,186.00
Price includes Syncro-Range trnasmission, power steering, hour meter, 7.50x18 front wheels on fixed axle, 18.4x34 rears, deluxe seat, hand and foot throttle, adjustable swinging drawbar, oil filter, muffler, fuel gauge, 2 sealed beam front lights

OPTIONAL EQUIPMENT
Power Shift transmission 630.00
Dual speed live PTO 228.00
Single remote hydraulic valve 147.00
Dual remote hydraulic valve 250.00
Rear rockshaft 258.00
Three-point hitch 195.00

18.4x34 rears wheels and tires 93.00
18.4x34 rear rice and cane 206.00
Dual rear wheels 374.00
Roll-O-Matic front axle 67.00
Adjustable wide front axle 235.00

Cigarette lighter 3.00
Air stack with pre cleaner 16.00
Electric horn 7.00
Steel cab 651.00
Heater for cab 170.00
Fenders with dual head lights 71.00
(row crop fenders base equipment on standard)
Front side weights 41.00
Front weight (each) 20.00
Rear wheel weights (pair) 45.00
October 1963