Well i agree BUT i have been driving for a lot of years and driven a LOT of different transmissions stating out on a five and four twin stick in a B model MACK Dragging a fifty ton lowboy hauling construction equipment at the ripe old age of 17 . and back then the LIGHT load would have been one of the smallest dozers we had and that would have been a D 4 class on up to the New D9G's that weighed in at 50 ton fully dressed . NOw maybe you could have pulled that off with the Big Autocar with it's 6+5+4 transmission and planetary rear ends when ya had all three sticks in low . BUT ain't no way your going to just stuff one in gear on a hill loaded let lone with a charge on with out the clutch . I did Limp a truck home EMPTY from 80 miles west of St. Louise when the clutch locked up from a damper spring breaking and blocking it from disengaging . and only had to come to a dead stop once all the way back to N/E Ohio . And when i did stop i shut the engine off and went into LOW and started it in gear and got rolling again . Like i said the first Button clutches were a nightmare till ya got them to seat in and some never did and had to be replaced along with the flywheel . As in my buddy's case as his would never seat in .
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Today's Featured Article - History of the Nuffield Tractor - by Anthony West. 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.
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