• History of Minneapolis Steel & Machinery Co.
• History of Minneapolis Moline
• The Twin City 12-20: An Industry Leader
• Spotter's Guide to the Twin City 12-20
• Did You Know?
• Twin City Tractor Serial Numbers

In the early 1900’s, Minneapolis Steel & Machinery Company provided structural steel for building bridges, water towers, and flour mills for Minnesota’s largest city, Minneapolis-St. Paul, also known as the Twin Cities. MS & MC was also a contract manufacturer and engine supplier for several other businesses.

Fitting their own engine into a traction chassis created an impressive line of durable heavyweight gas tractors known as Twin City. A 15-30, 25-45, 40-65, and a 14 ton six cylinder 60-90 were offered along with a much smaller automotive styled 16-30. World War I put an end to outside contracts and the company concentrated on military munitions and continued development of a smaller tractor program.

The early to mid-twenties enjoyed a new design of tremendously successful machines including the 12-20 (later rated 17-28), 21-32 (FTA), and 20-35 (later rated 27-44). MS&MC did not mass produce cheaply engineered tractors affordable to the small farmer. These machines were subject to severe duty, turning over vast sections of virgin prairie, building and maintaining thousands of miles of new roads for America’s rapidly developing Twentieth Century. Twin City earned a solid, global reputation through world wide distribution and strategic dealer networks. Full service branch houses claimed “Built to do the work – not to meet a price”.

MS&MC survived the Depression following the war, however, with all this hard-earned success; there was still one glaring omission. The company did not offer a line of tillage implements. John Deere had an impressive line of tillage tools and began production of a general purpose tractor. Massey Harris, Case, and Allis Chalmers had expanded into full line suppliers, and International Harvester emerged as the dominant manufacturer after a favorable termination of Fordson in the famous price wars. Competition was fierce among leading manufacturers.

In an effort to ensure their survival, and become a full line supplier, MS&MC organized a merger in the spring of 1929, blending inventory and tooling with Moline Plow Company and Minneapolis Threshing Machine Company to become Minneapolis Moline Power Implement Company.

The rich history of Minneapolis Moline hinges around the 1929 merger of three companies including Moline Plow Co., Minneapolis Threshing Machine Co., and Minneapolis Steel and Machinery Co. Each of these firms were major players, manufacturing successful products but desperate economical times found them struggling to survive. To escape financial disaster, maneuvering each company’s assets into a single, successful product line became imperative.

Moline Plow Co. was well established in the late 1800’s, building and exporting a reputable line of plows, disks, planters, and offering an attractive line of horse drawn wagons and spreaders. In the early 20th Century, mergers were common and MPC had accumulated enough wealth to purchase Acme Steel, T.G. Mandt, and Monitor Drill Co. MPC was involved with motor car production along with Willis- Knight, however, national recognition was earned through production of their Flying Dutchman Plows and a motor cultivator known as the Moline Universal Tractor.

Minneapolis Threshing Machine Co. began building threshing machines and steam engines prior to 1900. After the turn of the century, efforts to develop gasoline traction engines had begun. Breaking virgin prairie and building new roads for an exploding America prompted the development of big gas tractors like the popular 35-70. Weighing over 20,000 lbs., cubic inches in excess of 1000 and steered by chain, everything about these tractors was huge. After 1920, a trend towards smaller tractors spawned a lengthy production run of three and four plow crossmotors known as 17-30A and 17-30B. The Minneapolis cornshellers and threshing machines continued to be some of the company’s biggest sellers.

Minneapolis Steel & Machinery Co. was organized in 1902 to provide structural steel for building bridges, water towers, and flour mills for Minnesota’s largest city, Minneapolis/St. Paul, also known as the Twin Cities. MS&MC was also a contract manufacturer and engine supplier. As early as 1912, their own engines were fitted into a traction chassis creating an impressive line of durable heavyweight gas tractors known as Twin City. The biggest of the lineup was a 14 ton 6-cylinder rated 60-90. By 1920 the push for smaller tractors was on and the new Twin City 12-20, 20-35, and 21-32 were tremendously successful through the 1920’s.

All three of the previously mentioned companies survived the Depression following World War I, and each firm made reputable products, however, economic hardships that caused financial embarrassments persisted. Competition was fierce among leading manufacturers. John Deere had a proven line of tillage tools and started production of a general purpose tractor. Massey Harris, Case, and Allis Chalmers had expanded into full line suppliers. IHC emerged as the dominant manufacturer after a favorable termination of Fordson in the famous”price wars”. Rumors of a merger turned into reality on May 28th, 1929. Tooling and inventory of MPC, MTM, and MS&MC were combined to form the new Minneapolis Moline Power Implement Company. Deciding what product to retain and which ones to phase out would not be difficult. MPC produced tillage implements that were second to none, MTM had a champion line of threshers and shellers, and Twin City tractors held an undeniable world wide presence. With their survival ensured, lead personnel at MM wasted no time looking to the future and designing modern new machinery. The reputable Twin City name was retained and post merger tractors were referred to as MM-Twin Cities while the new models were being designed. KTA’s, MTA’s, JT’s, and FTA’s were the last use of the Twin City name and various shades of lackluster grey paint.

In a bold move from an aggressive new company, MM launched a historical “style” show in September of 1938, unveiling a bright yellow and red line of deluxe tractors to a stunned audience of 12,000 people. Elaborate, colorful advertising and pretty girls adorned the new model line which included the phenomenal comfort tractor and sport open roadster. MM pioneered the use of LP as a tractor fuel and the R, Z, U, and G model production and solid reputation sprouted like spring weeds. The now famous prairie gold and red paint colors lasted to the end of the 1950’s when new models appeared with power steering, telo-flow hydraulics and amplitorque. Some of the new models included 4-Star, 5-Star, and Jet Star. Further refinements appeared in the early 1960’s. White Motor Corporation purchased part of MM in January 1963 and the new models were painted a lighter shade called energy yellow, the tin work appeared more squared off and front wheel assist became available. The final merger in 1969 had consumed MM, Oliver, and Cockshutt. During the early 1970’s some MM’s were built in Italy by Fiat and White’s management began building tractors with Oliver drive trains and MM engines. By 1974 the MM name no longer existed.

AUTHOR'S NOTE: The product line up from Minneapolis Moline was extensive and would require a large book to detail. This brief article’s purpose was to provide some of the rudimentary facts and history surrounding the 1929 merger that created the increasingly coveted and valuable MM tractors that we appreciate so much.

As we progress into the 21st Century Twin City tractors have become highly prized collectibles with industry leading history. Perhaps the most influential design would be the 12-20. This tractor was engineered and advertised for the 1919 market year; however it is possible that ink and paper were moving to design this machine as early as 1917. By October 1918 warehouses at the Lake Street plant were full and 12-20’s were already being delivered to dealers and sold to the public.

This was Minneapolis Steel & Machinery Company’s first lightweight machine and was re-rated to 17-28 in 1926. It was still available through 1935, for a total production run of 17 years. The 12-20 set a designing trend for other Twin Cities and direct relationships between the 12-20 and MM tractors were apparent until 1960. This 5000 lb. machine used a vertical 4 Ό X 6 4 cylinder 340 cubic inch engine that posted unusually high fuel economy through the use of dual camshafts and 4 valves per cylinder. At 1000 rpms 3 gallons of kerosene would produce 18.5 drawbar hp, and 28 belt pulley hp for a full hour. Two forward speeds of 2.2 and 2.9 mph were used.

When the Company’s books were closed on New Year’s Eve of 1919, 2900 12-20’s had already been sold. Year to year breakdown of serial numbers is nearly nonexistent, but here is what we do know.

• Nearly one third of total production was sold by the end of 1919, production tapered off, and it took six more years to sell the other two thirds.
• Beginning serial number for 1918 is 10201.
• First 505 units used a horizontal gas starting tank behind main tank.
• Gas starting tank was placed under the hood from # 10707 to 17034.
• Starting tank was mounted vertical behind main tank from # 17035 on.
• First 1,010 units used a Bosch D.U. 4. magneto with large external impulse starter.
• First 1,900 units used a spring loaded Borg & Beck clutch. Over center Twin Disc starts at # 12100.
• In June of 1920 # 12278 was delivered to Nebraska test lab. Results are posted under test # 19.
• First 5,040 made used a Pierce governor, 8 spoke front wheels, 2 piece hand crank, and early double hump or “M” shaped intake manifold.
• In 1924 carburetor and manifolding updates increased power output. Engine castings and internal dimensions remained the same.
• On December 4th, 1925 production had reached #18733.
• Chassis #’s 18734 – 19219 were used from December 5th, 1925 to May of 1926.
• Total production from 1918 to 1926 was just over 9,000 units using serial #’s 10201 - 19219.

With no yearly breakdown in serial numbers, and many of the serial plates missing it can be very difficult to determine what year a 12-20 is. Using the Industry Leader fact sheet, enough information is available to make some educated guesses on what year some of these tractors may be.

# 10669 survived, and was discovered on a century old farm with a bill of sale showing a delivery date of October 1918. This would suggest that at least 500 of the first 12-20’s are 1918’s. Knowing that 2900 were sold by the end of 1919, you can add 2900 to starting serial # 10201 for a total of 13101. This gives us a reasonable assumption that the rest of 12-20’s up to or near 13101 would be 1919’s.

The early Pierce governor is a tiny unit mounted high above the Holley fuel mixer, and the T.C. governor is mounted near bottom of engine block. The Borg & Beck clutch uses a single pedal that pushes straight down and springs back up when released. Later Twin Disc clutch is an over-center design that kicks on and kicks off with a double pedal. Later tractors had ten spoke front wheels, however, the failure - prone eight spokes on many early12-20’s have been replaced with the stronger ten spoke wheel . Later production 12-20’s used a one piece hand crank. Early 12-20’s had no numerical hp rating cast into lower radiator tank. Sometime after 1919, raised block letters showing 12-20 were cast into bottom radiator tank. Majority of 12-20’s used Holley fuel mixers, however, late production units had Wheeler Schebler carburetors with manifolds more like the later re-rated 17-28’s.

My friend Bob McGhee called one day, announcing the discovery of a 12-20 that had been in a building for many years. Serial # plate was missing (years of vibration can fracture these thin brass plates to pieces), however as he examined the old machine with me on the other end of his cell phone, we were able to piece together many years of history in just a few minutes.

• No serial # plate.
• No numerical rating cast in lower radiator tank
• Two piece hand crank.
• One eight spoke front and one ten spoke.
• Single spring loaded clutch pedal.
• Gas starting tank under hood.

• The Moline Universal motor cultivator built from 1915-1923 was regularly equipped with self-starter and lights?
• John Willys, (from the Willys-Knight Motor Car Company) was a large stockholder of Moline Plow Company. In 1914 the Moline-Knight automobile was produced.
• The Twin City 12-20 designed for the 1919 market year was being built and sold in the fall of 1918. This compact unit frame design used two intakes and two exhaust valves per cylinder. This was accomplished with twin camshafts and yielded very high fuel economy. A larger sibling, the 20-35, introduced in 1920, was also a twin cam, 16 valve four-cylinder.
• Some of the early MM-Twin Cities sold by Waterloo Company of Canada, like the KTA and 27-44 were referred to as MM-Waterloo tractors and had those letters cast in the top radiator tank.
• The high production MM Model Z had no push rods or lifters in its engine. Horizontal valve placement used foot long vertical rocker arms from cam lobe to valve tip.
• It is generally assumed the entire Z, ZA, and ZB series used a 206 cubic inch engine, however, the early Z was actually a 185 cubic inch.
• MM engineers pioneered the use of liquefied petroleum and produced the first factory built LP gas tractors in 1941.
• The MM G-707 and G-708 still used a hand clutch in 1965. The R and G series used hand clutches to productions end in 1955. Many people mistakenly believe the hand clutch disappeared when the ZB-UB series was introduced in 1953.
• From 1937 to 1947 MM tractors were yellow, not Prairie Gold! The famous orange hued Prairie Gold did not show up in company advertising or tractor finishes until 1947 or 1948. Prairie Gold was used from 1948 to 1960. 4 Star, M5, and G-VI had a darker shade of Prairie Gold tinwork and metallic bronze chassis. Early Jet Stars were all metallic bronze. Through the Sixties, late Jet Star, U, M, and G series were Energy Yellow, with Dyna Brown chassis. Some final models in the late Sixties and early Seventies were red and white. Minneapolis Moline used more than six colors from 1937 to production’s end in 1973.

Twin City 40-65, 1910 – 1924
*1001 – 1809…40 – 65 & 60 – 90 “A” 7 Ό x 9 bore / stroke.
1810 – 1820…40 – 65 “A” 7 Ό x 9.
1821 – 1825…40 – 65 “B” 7 Ύ x 9.

Twin City 15 – 30, 1913 – 1917
5001 – 5478 TD & TF engines 4 Ύ x 7.
Early model used horizontal crossmotor, late model used vertical inline motor.

Twin City 25 – 45, 1913 – 1920
2501 – 2646 horizontal crossmotor, 6 x 8.
2647 – 2673 vertical crossmotor, 6 x 8.
2701 – 2797 vertical inline motor, 6 x 8.
2801 – 3126 vertical inline motor, 6 Ό x 8.

Twin City 60 – 90, 1916 – 1921
* 1001 – 1809 40 – 65 & 60 – 90 7 Ό x 9 six cylinder.
* these tractors fell under the same numbers.

Twin City 16 – 30, 1917 – 1919 … 5501 – 6203 , 5 x 7 ½ , 589 ci. … 702 made.

Twin City 12 – 20, 1918 – 1926 … twin cam 16 valve 4 cyl. , 4 Ό x 6 340 ci. … 9,000 made.
10201 – 18733, numbers used to Dec. 4th 1925.
18734 – 19219, numbers used from Dec. 5th 1925 to May of 1926.

Twin City 12-20 with FE (21-32) engine … 12 made, 1925 only.
20001 - 20012

Twin City 20 – 35, 1920 – 1926
3201 – 4097 … twin cam 16 valve 4 cyl. 5 ½ x 6 Ύ 641 ci.. 897 made.

Twin City also entered motor truck production in 1919 with a 2 ton and 3 ½ ton.

Twin City 17 – 28 , 1926 – 1935 … 11,589 made.
Updated – re-rated 12-20, twin cam 16 valve 4 cyl. 4 Ό x 6 340 ci.
1926 * 19220 to 21405 2,186
1927 – 21406 to 24028 2,623
1928 - 24029 to 27686 3,658
1929 - 27687 to 30103 2,417
1930 - 30104 to 30281 178
1931 - 30282 to 30298 17
1932 - 30299 to 30309 11
1933 - 30310 to 30333 24
1934 - 30334 to 30762 429
1935 - 30763 to 30808 46
* oldest documented 17-28 is 19220 (Nebraska test tractor). Re-rating date from 12-20 to 17-28 is not clear, and may be closer to 19000.

Twin City 21-32 , 1926 – 1928…...302 made
4 ½ x 6 4 cyl 381 ci. (2 forward gears)
These tractors are an FE (21-32) engine in a 17-28 type chassis; however, several castings are different, and have FT #’s on them.
1926, 1927 ….150001 – 150062
1928 ….150063 – 150302

Six experimental 21 -32’s made …..X1 – X6……(3 forward gears)
Has 3 speed regular production 21-32 chassis
Made between 1926 – 1929

Twin City 27 – 44 ,… 1926 – 1935 … 839 made.
Updated , re-rated 20 - 35 , twin cam 16 valve 4cyl. 5 ½ x 6 Ύ 641 ci.
1926, 1927 250001 to 250398 399
1928 250399 to 250672 274
1929 250673 to 250730 58
1930 250731 to 250796 66
1931 250797 to 250799 3
1932 no production 0
1933 no production 0
1934 250800 to 250805 6
1935 250806 to 250839 34

The following Twin City designs were assembled by MM after the 1929 merger:

Twin City 21 – 32 FT , 1929 – 1934 3,973 made
3 speed transmissions were now std. equipment. 4 ½ x 6 381 ci.
1929 - 150303 to 151796 1,494
1930 - 151797 to 154073 2,277
1931 – 154074 to 154123 50
1932 - 154124 to 154129 6
1933 - no production 0
1934 - 154130 to 154275 146

KT 1929 – 1934 4 Ό x 5 283 ci…… 2,052 made
1929 – 300001 – 300079 79
1930 – 300080 – 301583 1,504
1931 – 301584 – 301956 347
1932 – 301957 – 301981 25
1933 – 301982 – 301987 6
1934 – 301988 – 302078 91

LT 1930 4 Ό x 5 283 ci….10 made , all shipped to Argentina. These special order universals used tricycle MT fronts on narrow KT rear ends.
1930 – 500001 – 500010

KTO 1931 only 4 Ό x5 283 ci……25 made.
301863 – 301864 2
301867 – 301881 15
301883 – 301890 8

MT 1930 – 1934 4 Ό x 5 283 ci…..420 made
1930 – 525001 – 525020 20
1931 – 525021 – 525095 75
1932 – 525096 – 525334 239
1933 – 525335 – 525345 11
1934 – 525346 – 525420 75

FT-I 1932 – 1934 4 ½ x 6 381 ci…..29 made
1932 – 46001 – 46004 4
1933 – no production 0
1934 – 46005 – 46029 25

KT-I 1932 – 1935 4 Ό x 5 283 ci…… 9 made
1932 40001 1
1933 40002 – 40004 3
1934 40005 – 40008 4
1935 40009 1

KTA 1934 – 1938 4 Ό x 5 283 ci……4,542 made
1934 – 302200 – 302371 172
1935 – 302372 – 303825 1,464
1936 – 303826 – 304701 876
1937 – 304702 – 306281 1,580
1938 – 306282 – 306751 450

MTA 1934 – 1938 4 Ό x 5 283 ci……3,045 made
1934 – 525421 – 525490 70
1935 – 525491 - 526118 628
1936 – 526119 – 526960 842
1937 – 526961 – 528049 1,089
1938 – 528050 – 528645 596

KTA, and MTA evolved into MM U

FTA-I 1935 – 1937 4 5/8 x 6 403 ci……45 made
1935 – 46030 1
1936 – 46031 – 46046 16
1937 – 46047 – 46074 28

FTA 1935 – 1938 4 5/8 x 6 403 ci……2,950 made
1935 – 154300 – 155381 1,082
1936 – 155382 – 156247 886
1937 - 156248 – 156908 661
1938 – 156909 – 157229 321

FTA evolved into MM GT