|
No, this is totally unrelated to the 1010. The 1010 was a 430 from the bell housing back, but had the 2-cyl replaced with a 4-cyl (gas and diesel). The gas model was OK, but the diesel had some problems. Essentially, it had to do with the sleeving system. In place of 4 individual sleeves, all 4 were mounted to a top 'deck' plate that sat on top of the block right below the head. This was meant to speed manufacturing and servicing. There were problems with getting all 4 sleeves to seal correctly in practice. There was a tendency to have your coolant seep into the oil. The 1010 was built from 1960 to (I think) 1965, when it was replaced by the 1020. The 1020 was the first of the world-wide designs. It is 100% new. There's a wonderful 3-cyl diesel (individually sleeved - they do learn) coupled to a 4-speed, 2-range transmission. This gives you 8 speeds forward and four reverse. When working in low range, it's the same as having a direction reverser (forward and reverse at the same speed, since you're in the same gear ratio). There's two levers, one for the four gears and the other for low-forward, high-forward, reverse and a parking position. There are three PTO options: Normal non-live; Live with a two-position clutch pedal; and an optional independent unit. This last is engaged via a small lever that sits between the two transmission levers. There is a PTO engage lever on the left side (I think. I haven't had one of these machines for several years now) of the transmission housing on all versions. If the machine has independent PTO, that second lever can be disengaged and the PTO won't work with it out. That can lead you to think that an independent PTO unit is broken when it isn't..... The hydraulics are totally changed - from an open-center system on the 1010 to a closed-center system on the 1020. Lots more power available and it doesn't rob engine HP when you're not using it.
The rockshaft and 3-pt are heavier and nicer to use. The final drives were switched from pinion-and-bull-gear to a planetary design. When you compare the 1010 to the 1020 directly, the 1020 comes as a complete shock. Sort of like comparing a 730 to a 4020. Now, in 1973 JD had changed the designs on the larger machines enough to switch from the '20' series to the '30' series (i.e. 4020 to 4030), and they bumped the 1020 to the 1030 to keep the line even. There isn't a whole lot of difference between the 1020 and the 1030. There are other models, too. There was a demand for a slightly smaller machine than the 1020/30, so they lightened some bits, changed to smaller wheels and came up with the 820/30 model. This is NOT related to the monster 2-cyl diesel of the 50's, even though it has the same number on it. It is a lightened 1020, with all the same features, styling, etc. Then there's the larger version, the 1520/30. You guessed it. Scale everything up a bit, boost the power and bump up the model from 10 to 15. All these machines, 820/30, 1020/30, 1520/30 are 3-cyl diesel powered and all look like each other, with varying sizes. Now, to confuse you: There are Canadian varients of these. They are the 920/30, 1120/30, and 1620/30. No different than their respective US models. Different number to keep the customs folks happy. That way one could tell if that tractor is a US model being brought into Canada. You might find a nice Canadian numbered unit and pass on it because that number doesn't show up in the US books. One last thing: the 1020/30 came in three basic heights: low, standard and high. The 820/30 and 1520/30 each was one basic height, although there were some special-order wheel/tire combinations that can alter the ground height. You probably don't want the 1020 hi-crop variation around mountains! :-) Bottom line: These are wonderful machines! I hope I helped you.....
| 
