The Massey Ferguson 35 was replaced by the 35x towards the end of 1962 at serial number 302413. Many people will say that one of the differences between the 35 and the 35x is that the ‘x’ had differential lock fitted. However, here at VintageTractorEngineer we purchased a brand new ‘35 in 1962. We were given the option of diff-lock when we bought the tractor from Bruce Clayton of Gilberdyke, and so it is fitted to the tractor (which we still use on the farm today).

We recently saw one of these tractors sold at an auction.

Before the auction of this tractor a potential purchaser came to talk to VintageTractorEngineer to discuss some bubbling in the radiator. It looked like the symptoms of either a blown head gasket or a cracked block. The gentleman was eventually successful in buying the tractor, so a head gasket repair on this engine may be the next job for us (hopefully not a cracked block). £3,000 was the buyers limit, but he just couldn’t help himself and wanted to add the tractor to his collection!

If you have a repair to do on one of these engines then you may find our MF35 (3A.152) Engine Rebuild DVD helpful.


Alan says:

May 12th, 2008 at 3:26 pm
35 had no grease nipples in front hubs, slightly different cast of clutch peddel, different pattern pto lever, shorter leveling box handle, different dynamo bracket. Both 35 and 35x could have diff lock, both could have short mudguards though most x,s had them going down to footplates, the x was avalable with multipower. this is apart from the different cylinder heads and injection pump set up to increase hp from 37 to 44. Theres a ‘62 35, a ‘63 35x and a ‘64 35x here.These are the only difference I can spot on these tractors.

Alan says:

May 12th, 2008 at 4:59 pm
Sorry previous comment should read no grease nipples in hub caps, also the pull to stop is a slightly different set up on the 35x in comparison to the 35, just had a look at the 35x’s on our yard and both have the little triangular plates you point out as pre combustion chambers on your video, one of these tractors has been here since new and definatly hasnt had an engine swap, the 35 has them too whatever they are?

The Vintage Tractor Engineer says:

May 15th, 2008 at 6:06 pm
Thanks Alan for looking at your tractors and describing the differences. It seems as though I was wrong about the 35x engine – I will have to investigate further.

Alan also tells us that the pto revs on the 35 is 1540 engine revs, but 1700 on the 35x.

Hamish Lowe says:

July 16th, 2008 at 10:41 pm
The 35 and 35x were the same tractors except for the engines, both being indirect injection but the 35x operating at higher revs and with more HP and torque. Both had option of difflocks after serial No 283320, but only 35x had option of multipower which came as standard with diff lock. All tractors 35 and 35x after July 1963 had safety fenders fitted which reached down to the foot plates. It has been suggested to me that the 35x has a different dynamo bracket to the 35 and that the 35x has “GKN1523N” stamped below the dynamo, and above the sump.

Florence Sloane says:

August 9th, 2008 at 10:22 am
I have recently purchased a 35X and I note that on the engine block below the injector pump there is a large number 09 on the block, also it has a long oil filter and I would like to know if this is a genuine 35X engine. The year of the tractor is unknown.

Colin Taylor says:

September 2nd, 2008 at 3:18 pm
Hello , to the best of my knowledge the 35 has the 3.152 engine, the 35x is the A3.152 which runs at higher revs and has a modified camshaft and injection pump.It still has the indirect injecton layout .The x engine having the dynamo bracket bolting directly to the timing cover (same as 135).It is 44.5 hp compared to 39 of the original 35. The 135 has the(AD3.152) engine ,with letter D meaning direct injection and has a very similar layout to the 35x except the direct injection layout and is rated at 45.5 hp at 2250rpm

dave mckay says:

September 5th, 2008 at 1:06 pm
also a difference i am told is that the 35 does not have an air pre cleaner intake through the bonnet is this true regards d mckay.

niall robertson says:

September 16th, 2008 at 6:19 pm
i had an early 3 cylinder 35 (1960) with the air intake through the dash but i also have a 1961 3 cylinder 35 with the air intake through the bonnet – but it is not a 35x.

Damon Ross says:

November 23rd, 2008 at 12:55 am
My Grandfather had a 35X and I learnt to drive on the thing.I recall it had a 3 cylinder Perkins diesel.Terrific 3 point linkage.
It had a differential lock and Multipower.My understanding is that because it had the Multipower facility it was designated with the “X”.
I know that if the machine was turned off ,and ,was in gear it would roll;indicating a torque convertor drive used in conjunction with a standard clutch set up.It could not be roll started because of this.
Memory a little hazy but I believe that when switched out of “normal” mode the multipower allowed “slippage” between engine and wheels,rather than between wheels and ground,
for whenever that may be necessary.
Being a mechanic these days my guess is that the multipower lever switched a kind of stator assembly on or off changing the drive from a torque convertor to a fluid coupling and vice versa.
Can anyone tell me if my guess is close?

The Vintage Tractor Engineer says:

November 23rd, 2008 at 6:48 pm
Hi Damon,

With the multi-power system there is one hydraulic clutch pack and also a ratchet/over-run type assembly. When in low multi the hydraulic clutch is disengaged and the drive goes through a pair of gears into the ratchet clutch which takes the drive to the gearbox. There is no engine breaking in low multi because of the ratchet clutch. When you move the transmission to high multi it locks up the hydraulic clutch and the hydraulic clutch gear drives another gear. Because the drive is now turning faster than through the low-multi ratchet clutch, this (the ratchet clutch) now becomes a free-wheeling device. It is for this reason that there is engine breaking in high multi power, but no engine breaking in low multi power.

This is also why if you are in high multi going up a hill and you depress the clutch pedal that whilst in gear no roll-back can occur because of the ratchet clutch. ie. both systems are locked together.

The hydraulic multi-power clutch is not torque converter, but is merely a multi-plate hydraulically operated clutch pack. The good thing about this is that there is no loss of power through to the gearbox.

The clutch is a conventional clutch and so is the 3 speed gearbox.

Hope you can understand this.