1951 Ford 8N Serial # 362570
The "St.Jude" Restoration Project

Except for some of the component assemblies like the steering box, transmission, and lift cover, the tractor is completely disassembled. Now, each part gets inspected and separated into piles to go to the sandblaster, machine shop, etc. A list will be made of new parts to order and the solvent tank starts running to get everything cleaned up.

The first load of parts is degreased and ready to go to the sandblaster. The calcium chloride was pumped out of the rear tires and all four dismounted. Fortunately, the original rear rims look good inside and out with no major corrosion. The hood is the best one I've ever had. There's no rust and no dents which is very rare. Rear end and axle housings were blasted clean inside with hot soap at the do it yourself car wash.

The transmission is apart and all the gears look good. The bearing noise wasn't hard to find - all the bearings are badly rust pitted from moisture in the gear case. The differential carrier bearings are pitted also. All the bearings will be replaced.

The transmission is apart and all the gears look good. The bearing noise wasn't hard to find - all the bearings are badly rust pitted from moisture in the gear case. The differential carrier bearings are pitted also. All the bearings will be replaced.

While we wait for the majority of the parts to get sandblasted and the engine to get back from the machine shop, we will work on cleaning and rebuilding some of the components on the tractor. Here, the starter and generator are being rebuilt.

The steering box is in good shape and will need only new bushings, new seals, and a new upper shaft bearing.

We've collected all the paint supplies for the project. One gallon of gray primer for the gray parts, one gallon of red primer for the red and black parts. Two gallons of lacquer thinner for the primer. Five quarts of red acrylic enamel, one gallon of gray acrylic enamel, one quart of silver for the rear rims and one quart of black for the seat, radiator, radiator cap, etc. Two gallons of enamel reducer and 2 pints of hardener for the paint. Also some sandpaper, abrasive pads, stir sticks, strainers, and a roll of masking paper. Buying this type of paint is not for the faint of heart - the total retail cost for what you see here was about $840.

Rebuilding the hydraulic lift controls. Some shadetree "mechanic" has bent the long control rod to avoid replacing the worn cam follower pin. The lift cylinder has some deep scoring in the bore. Fortunately, we have some good used replacements.

Preparing to install new bearings on the differential carrier and transmission shafts. We use a high tech bearing heater (old toaster oven) so the warm bearings drop right on and no hammering is required.

All the parts are back from the sandblaster and most are ready for a coat of primer. With temperatures here in the 90's and humidity over 90%, the bare metal will start to rust soon if not covered. Here we're spraying some of the pieces that will be painted red with red oxide primer in our state of the art paint spraying facility.

The primered parts in the drying area.

Parts are back from the machine shop. The engine block and pan have been hot tanked, the crankshaft reground, the flywheel resurfaced, and a new ring gear installed. Once the oil pump bushing and wrist pin bushings are resized the engine reassembly can begin.