Final Report

Comparison of transport operations by tractors with different transmissions

with a focus on fuel efficiency in road transport

Landwirtschaftskammer Schleswig-Holstein

Fachbereich Land- und Energietechnik

Grüner Kamp 15-17

24768 Rendsburg

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Table of Contents

1st Introduction ........................................................................................................ 3

2nd Material and Methods ........................................................................................ 4

2nd1 Region of the study .................................................................................... 4

2nd2 Tractors/transmissions examined ............................................................... 5

2nd3 Load simulation .......................................................................................... 9

2nd3.1 Practice-reflecting test stand ............................................................... 9

2.3.2 Trailers .................................................................................................. 10

2nd4 Fuel consumption ..................................................................................... 10

2nd5 Data logger and data evaluation .............................................................. 11

2nd6 Influence of the drivers ............................................................................. 12

3rd Results .............................................................................................................. 13

3rd1 Engine brake ............................................................................................ 13

3rd2 Transport comparison .............................................................................. 18

3rd2.1 Travel speed ...................................................................................... 18

3rd2.3 Fuel/Ad-Blue consumption ................................................................. 20

3rd2.3 Fuel temperature ............................................................................... 22

3rd3 Cost consideration.................................................................................... 23

3rd4 Driver survey ............................................................................................ 25

4th Summary ........................................................................................................... 26

List of references .................................................................................................... 29

Annex....................................................................................................................... 30

3

1st Introduction

Agricultural transport in Germany accounts for more than 400 million metric tons a

year. The goods transported are extremely diverse, ranging from seed to mineral

fertilizers or harvested crops, and the average distance covered per trip is 3.91

kilometers.

The demands made of modern tractors for agricultural transport are of particular

significance. They comprise high speeds on the road, coupled with good accelerating

and braking performance, as well as good power transmission in the field – and the

tractors must be easy to operate and provide a comfortable ride.

Judging by the new registrations of tractors in Germany in the year 2011, it is

possible to identify a trend toward larger machines, especially in the category of 190

hp plus (VDMA, 2012). Ultimately, however, it is true here too that only the unit costs

count and the more efficiently the fuel/liquid is used, the lower the costs. By

comparison with the preceding year (2010), the tractor market in Germany with

35,977 new registrations grew by 26 percent in 2011. The demand for tractors is

supported by good income development in agriculture. According to the data

supplied by the European statistics authority Eurostat (2012), incomes of German

farmers increased by 15 percent per individual worker in 2011. There were special

influences additionally affecting the tractor market, such as the successive change in

engine technology to satisfy new exhaust standards.

Except on uphill and acceleration stretches, a tractor engine is not required to

operate at full load. That is why tractor manufacturers offer 50 km/h variants that

allow transportation at a travel speed of 50 km/h using lower engine speed with better

engine utilization. If the maximum speed of 50 km/h is maintained during transport,

this transmission variant does not save any time, but it does save diesel. This

transmission/engine control has become established among nearly all manufacturers

in recent years and there is customer demand for it. The efficiency of the

transmission and the electronic engine control in particular have a lasting effect on

the costs per transport kilometer.

This study on behalf of John Deere Werke Mannheim aims to compare different

tractor/transmission/engine controls under practical conditions. The question of the

efficiency of various transmissions (continuously variable or powershift) is to be

examined with regard to fuel consumption (diesel and Ad-Blue) and average speed,

under different load conditions in road traffic.

4

2nd Material and Methods

The methods and equipment used to capture the data are described below.

2nd1 Region of the study

The region in which the study was carried out is located in Rhineland-Palatinate,

southwest of Kaiserslautern (see Figure 1).

Figure 1: Region in which the comparison was carried out, southwest of Kaiserslautern (Google Earth, 2012)

The route runs through rural areas and passes through a number of towns and

villages in which various traffic-related influence parameters have an effect on the

test. Road junctions, traffic lights and pedestrian crossings have a traffic-restraining

effect and are accepted as given features during the test, just as are the weather

conditions (rainfall, temperatures etc.). Specifically reducing these influences was an

essential goal of the study, achieved by having a driver cover the same route four

times.

5

The following Figure 2 shows the course of the route in detail, as well as the altitude

profile to illustrate the route characteristics.

Figure 2: Route profile in the area examined southwest of Kaiserslautern (Google Earth, 2012)

The route profile shown in Figure 2 is 41.2 km long and four trips were made for each

case. The altitude difference (related to mean sea level) in the terrain is 268 m as a

minimum and 449 m as a maximum. The maximum gradient in the terrain profile is

~13.0 %.

2nd2 Tractors/transmissions examined

The tractors examined originate from various manufacturers and belong to the

performance category > 154 kW power rating (97/68EC). All four tractors examined

are owned by the John Deere factory and each had run for about 300 operating

hours when they joined the test. The following descriptions are oriented to the

manufacturers’ data on the internet.

6

Fendt 724 –Vario

The Fendt Vario transmission is a hydrostatic-mechanical power split drive. With

increasing speed the share of mechanical output transmitted via the planetary set

increases. The hydrostats, which can be swung through 45 degrees, and the high

operating pressure of at most 550 bar ensure the degree of efficiency.

In the Fendt 724 Vario the continuously variable transmission ML180 ensures the

correct gear ratio. The TMS Tractor Management System is used to keep the tractor

operating at the cost-effective optimum at all times. The driver enters the desired

speed and the activated TMS takes over the engine and transmission control. For

example, TMS ensures that the tractor drives at reduced engine speed on level

terrain. On hillsides, when the load increases, TMS automatically increases the

engine speed. Accordingly the tractor is always powered with the engine speed

reduced as far as possible. The test machine is equipped with a maximum output

control. Depending on the load, the maximum output control regulates the travel

speed dependent on the engine speed. There are different optimal load limit values

for various operations, for example transport or work on the field. The tractor

automatically sets the ideal load limit. This saves the driver from having to set the

maximum output control on arrival on entering or leaving the field. Consequently, the

interplay between engine and transmission is right for every application. Optionally

the driver can also set the maximum output control manually. This function was de-

activated for the comparison.

Fendt works with the SCR exhaust technology to reduce pollutants. In SCR

technology the exhaust gas is after-treated with Ad-Blue, a 32.5 percent urea

solution, and the nitrous oxides NOx are converted to non-toxic nitrogen and water.

The consumption of the urea-water solution that is used as standard in the

commercial vehicles sector is on average seven percent of the diesel consumption.

This can vary depending on the assignment and the load situation.

New Holland T7.270 -Auto Command

The T7 tractors with Tier 4A ECOBlue SCR advantage exhaust gas technology have

a higher output, as the combustion process is controlled better and the engine is set

more sharply – in other words it is run at higher temperatures.

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The T7 tractors are equipped with an FPT industrial motor with ECOBlue SCR

exhaust gas technology. The Auto Command transmission used by New Holland is a

continuously variables transmission.

This generation of continuously variable transmissions has a number of different

driving modes (high mechanical efficiency) and an advanced double clutch control

system. The Auto Command transmission provides the option of setting a target

speed between 20 km/h and 50 km/h, no steps, no range changes – uniform

acceleration with seamless transmissions. New Holland has designed its Auto

Command transmission in such a way that the high torque of the engines is optimally

exploited.

John Deere 6210R –AutoPowr

The Motor PowerTech PVX engine combines cost-efficiency with power

development. In order to comply with the strict Tier IIIb exhaust gas standards, a

diesel-oxidation catalytic converter (DOC) is used together with a diesel particulate

filter (DPF). Here the re-circulated exhaust gas cools a part of the exhaust gasses

before they are passed back into the incoming air on the intake side. Through the

lower exhaust gas temperatures, the NOx shares are reduced, but more soot

particles are produced and these are collected in the particulate filter. This filter has

to be cleaned (regenerated) from time to time (at the latest after 25 h). For this, a

small amount of fuel is injected into the filter (<1%) for combustion of the particles in

the DPF. The 6R series builds on proven technology. The output, efficiency and

flexibility of this tractor series has been improved further according to the information

supplied by the manufacturer. The AutoPowr transmission offers automatic infinitely

variable control of the transmission ratio in order to maintain the set forward speed,

while at the same time reducing the engine speed and the diesel consumption. The

100 percent mechanical power at 4, 8, 20 and 40 km/h reported by the manufacturer

means high efficiency both on the field and at transport speed.

John Deere 6210R –DirectDrive

The DirectDrive transmission is used in the JD 6210R DD. The semi-automatic 8-

gear dual clutch transmission is characterized by high shifting speeds.

8

By increasing the number of powershift gears to eight, this transmission reduces the

need for range shifting, which leads to fewer torque interruptions. It is possible to

either drive completely automatically or to select one of three ranges for the task

ahead.

The following table shows the technical information for all four tractors that is

essential for the comparison.

Table 1: Essential technical data of the tractors used

Fendt 724

Vario

New Holland T7.270

Auto Command

John Deere 6210R

AutoPowr

John Deere 6210R

DirectDrive

Output [hp]*

237 hp (97/68 EC)

261 hp (EPM (ECE R120))

240 hp (IPM(97/68EC))

240 hp (IPM(97/68EC))

Weight [kg] 7950 8825 8760 8625

Power-weight ratio [kg/hp]

33 34 37 36

Tires front (1.8 bar air pressure)

540/65R30 Trelleborg

600/60R30 Michelin

600/70R28 Michelin

600/70R28 Michelin

Tires rear (1.6 bar air pressure)

650/65R42 Trelleborg

710/60R42 Michelin

710/70R42 Michelin

710/70R42 Trelleborg

Transmission* continuously

variable

continuously variable,

dual clutch transmission

continuously variable

dual clutch transmission

Exhaust gas technology*

SCR SCR Exhaust gas

recirculation with particulate filter

Exhaust gas recirculation with particulate filter

*Manufacturers’ information

Table 1 shows that the Fendt 724 Vario is the lightest of the four tractors and offers

the best tires for the planned measurements in practice as regards contact area and

rolling resistance. The New Holland has the highest output. The John Deere 6210R

AutoPowr has the highest power-weight ratio, followed by the John Deere

DirectDrive, New Holland T7.270 and Fendt 724 Vario.

Higher power-weight ratios are important above all for the heavy pulling work, for

example during tillage operations, but more of a disadvantage for road transport.

9

2nd3 Load simulation

Various measuring methods were used for the comparison. On the one hand each

tractor was measured in the practice-reflecting test stand with an eddy-current brake

at the PTO shaft, and on the other hand each tractor was driven along the transport

route already described, four times with a trailer and four times without (cf. Figure 2).

The tractors were all ballasted with a front weight of 900 kg for these comparative

transport measurements.

2nd3.1 Practice-reflecting test stand

The measurements on the test stand were carried out with a mobile eddy-current

brake fabricated by Messrs. Eggers (Type: PT302). The speed, output and torque at

the PTO shaft were measured for each tractor. The consumption was measured

volumetrically with the sensor FM 3-100.

Figure 3: Test stand measurement – eddy-current brake “Eggers Dynamometer” at the

PTO shaft

The engine brake connected to the PTO shaft shown in Figure 3 captures and

records the torque and the output of the tractor over the entire engine speed range.

The engine characteristics measured serve as a basis for the following comparative

transport measurements on the road.

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2.3.2 Trailers

The actual test, on which the economic evaluations too are subsequently based, was

carried out on the road. To reduce traffic-related influences on the speed and

consumption, the route was travelled eight times by each tractor with each driver.

Four trips were made without a trailer and four trips with a loaded trailer.

For this purpose two Krampe dumpers were loaded with gravel so that they reached

a total weight of 18 tons. The two trailers of the same design were equipped with

different tires, as shown in the following table.

Table 2: Krampe dumpers used for the transport comparison test

The two dumpers have different tires and are operated with the optimal air pressure

for the total weight. This leads to different rolling resistances that could influence the

results. For this reason all the tractors were each driven along the route twice with

the Krampe 1 trailer and twice with the Krampe 2 trailer.

2nd4 Fuel consumption

The fuel consumption was determined volumetrically during the test stand

measurements. For this the sensor FM 3-100 belonging to the engine brake was

installed on the tractor’s own forward and reverse.

Figure 4: Volumetric fuel sensor at the test stand measurement

Krampe 1 Krampe 2

Tires Trelleborg Twin Radial

680 / 55 R 26,5 Michelin Cargo X Bib

600 / 55 R 26,5

Air pressure [bar] 3.4 4.0

Total weight [t] 18 18

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For the measurements of the transport trips, each tractor was filled up with diesel and

Ad-Blue prior to the start and the liquid volume and filling level were documented.

After four trips in each case – in other words 164.8 kilometers – the tanks were

topped up again. A Horn fuel pump with meter was used for this. The Ad-Blue

consumption was recorded on topping up, using a 2 l measuring beaker with an ml

scale.

For the test stand measurements and the transport measurements the fuel

temperature was measured with an IR thermometer at the beginning and the end.

The IR thermometer used was a Voltcraft IR900-30s.

2nd5 Data logger and data evaluation

The tractors were equipped with GPS data loggers for the transport comparison in

order to record the actual speed over ground and altitude automatically.

Data loggers of the firm ASUS MyPal 365 were used for this purpose. The GPS

software “Field Rover II” in version 10.6 was installed in them. The systems work with

the EGNOS correction data signal, and depending on the reception conditions are

precise up to ± 30 cm. In addition to the position, they also supply data on the GPS

speed, the altitude and the course. Accordingly, the routes could be recorded as

“path” and used for further evaluations.

The following must be mentioned for a comparison of the speeds measured. Some

tractors (Fendt 724 Vario and John Deere 6210R AutoPowr) are equipped with an

electronic speed limitation that cuts in electronically at speeds of more than 50 km/h.

The other two tractors (New Holland T7.270 and John Deere 6210R DirectDrive) do

not have this automatic limitation integrated, so that on downhill stretches they

reached speeds of up to 60 km/h, which led to higher average speeds.

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2nd6 Influence of the drivers

The driver of a machine is considered to be a main parameter influencing its capacity

utilization and efficiency of use. To reduce this influence on the test result, four

different drivers were deployed at the same time, so that each driver made the trips

with each tractor and each trailer. This makes it possible to ensure that the influence

of the driver is reduced to a negligible minimum. All four drivers are technically very

experienced staff of farm contractors and have many years of experience in

transporting agricultural goods in road traffic.

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3rd Results

The comparison was carried out in calendar week 29 (2012) on the test section

southwest of Kaiserslautern. The results are set out below.

3rd1 Engine brake

At the start of the test all four tractors were examined with the mobile practice-

reflecting test stand. For this the engine brake was connected to the PTO shaft and

the volumetric fuel sensor installed on the respective tractors.

This test in the mobile practice-reflecting test stand serves as a starting point and the

engine characteristic data recorded serve as a basis for the transport comparison.

Figure 5 shows a screenshot of the measurements on the Fendt 724 Vario. All output

measurements relate to hp and hour. The factor 0.7534 is used to convert them into

kW.

Figure 5: Screenshot of the output/torque curve and the specific fuel consumption in the speed range of the Fendt 724 Vario on the mobile practice-reflecting test stand at a diesel temperature of 20 °C

For the Fendt, the output curve runs uniformly upwards up to an engine speed of

1800 rpm. The maximum output of 221.1 hp is achieved at 1750 revolutions, which

represents a difference of -18.9 hp by comparison with the stated output of 240 hp

(ECE-R24 max.).

14

The torque curve reaches its maximum (950.6 Nm) at 1400 revolutions and then

drops uniformly to the rated speed of 2100 revolutions.

The following figure shows a screenshot of the measurement table during the

measurements on the mobile practice-reflecting test stand.

Figure 6: Screenshot of the measurements of the Fendt 724 Vario on the mobile practice-reflecting test stand at a diesel temperature of 20 °C

The measurements in Figure 6 show that the maximum torque is reached at 1397

engine revolutions. The maximum output for the Fendt 724 Vario given as 240 hp is

not reached, as at 1750 engine revolutions a maximum output of 221.1 hp was

determined on the mobile practice-reflecting test stand – highlighted in yellow. As this

was measured at a diesel temperature of 20 °C – in other words with relatively cold

diesel – the measurement was repeated later at distinctly higher diesel temperatures

(see Annex 1 and Annex 2).

Figure 7 shows the output/torque curve of the John Deere 6210R with the DirectDrive

transmission newly presented in 2011.

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Figure 7: Screenshot of the output/torque curve and the specific fuel consumption in the speed range of the John Deere 6210R - DirectDrive in the mobile practice-reflecting test stand at a diesel temperature of 35 °C

The torque curve fluctuates strongly at the beginning; as of 1650 engine revolutions it

drops continuously up to the rated torque at approx. 2150 engine revolutions. The

output curve rises continuously, and as of 1800 engine revolutions reaches almost

constant output that does not exceed 234.1 hp, representing a difference of -5.9 hp

compared with the stated output. The specific fuel consumption reaches its minimum

of approx. 159 g/hph at 1400, 1750 and 2180 engine revolutions. The torque

increase is 13.66% and thus reaches the highest value of all four tractors examined.

The measurement results were obtained at a diesel temperature of 35 °C, which

represents the second lowest temperature of all mobile test stand measurements

conducted in this survey.

The following Figure 8 shows the measuring results over the entire speed range of

the John Deere 6210R – DirectDrive. The line with the maximum output is highlighted

yellow.

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Figure 8: Screenshot of the measurements of the John Deere 6210R - DirectDrive in the mobile practice-reflecting test stand at a diesel temperature of 35 °C

Altogether the John Deere 6210R – DirectDrive – only reaches its maximum engine

output of 234.1 hp at higher speeds than the Fendt 724 – Vario. The associated

higher fuel consumption rates than for the Fendt or New Holland are the

consequence, as Figure 8 and the following

Table 3 show.

Table 3: Comparison of the results of all four tested tractors at maximum measured

output in the mobile practice-reflecting test stand

Fendt 724

Vario

New Holland T7.270

Auto Command

John Deere 6210R

AutoPowr

John Deere 6210R

DirectDrive

237 hp

(97/68 EC) 261 hp

(EPM (ECE R120)) 240 hp

(IPM(97/68EC)) 240 hp

(IPM(97/68EC))

Max. power [hp] 225.2 230.4 239.2 234.1

Engine speed [/min] 1697 1748 1945 1951

Torque [Nm] 883.7 885.5 821.4 798

Consumption [l/h] 43.2 46.8 46.8 50.4

spec. consumption [g/PSh] 162.1 171.7 165.3 182.0

Diesel temperature [°C] 53 39 32 35

17

*measured without boost in the test stand, is activated automatically by the New Holland as of 15.5 km/h

The lowest specific fuel consumption at maximum output is achieved by the Fendt

724 Vario, as shown in Table 3. The Fendt reaches its maximum measured output

already at 1697 engine revolutions per minute, while the John Deeres only reach

their maximum output at 245 revolutions more and thus consume more fuel.

However, at 225.2 hp the Fendt falls short of the stated output by -14.6 hp. Without

the boost the New Holland lies in the output range stated by the manufacturer, and

the John Deeres lie within the acceptable tolerance range around the stated value at

maximum output on the mobile practice-reflecting test stand.

The torques measured at maximum output range from 885.5 Nm (New Holland) to

798.0 Nm (John Deere DirectDrive). The two continuously variable transmissions in

the Fendt and John Deere reach their maximum torque at around 1400 engine

revolutions per minute, and the New Holland only at 1500 revolutions per minute.

It is conspicuous that the diesel temperatures are very high for the measurements on

the mobile practice-reflecting test stand, above all for the Fendt at 53 °C, as the other

three tractors lie between 32 and 39 °C. This indicates that perhaps the reason why

the Fendt 724 Vario does not reach its stated maximum output of 240 hp lies here. In

the trade there is talk of a 2.5% reduction in output per 10°C higher diesel

temperature, see Annex 12 (Eggers, 2006; Lindemann, 2012).

Continued - Table 3: Comparison of the results of all four tested tractors at maximum measured output in

the mobile practice-reflecting test stand

Fendt 724

Vario

New Holland T7.270

Auto Command

John Deere 6210R

AutoPowr

John Deere 6210R

DirectDrive

237 hp (97/68 EC)

261 hp (EPM (ECE R120))

240 hp (IPM(97/68EC))

240 hp (IPM(97/68EC))

Max. torque [Nm] at engine speed [/min]

960.1 1397

977.4 1497

910.5 1390

907.0 1402

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3rd2 Transport comparison

3rd2.1 Travel speed

The travel speed as essential measuring parameter for the transport performance in

road traffic was measured continuously every second by the GPS data logger (see

Chapter 2nd5).

Figure 9 shows the data stored for a measured trip by the New Holland T7.270 Auto

Command by way of example.

Figure 9: Actual speed in the altitude profile for the New Holland T7.270 Auto Command

Above all the speeds of over 50 km/h are notable here. These are possible with this

tractor, as with the John Deere 6210R DirectDrive, because the dual clutch

transmission is not braked electronically, as is the case with the other two test

tractors (Fendt 724 Vario and John Deere 6210R AutoPowr).

The following Figure 10 shows the influence of the driver on the average speed in the

transport comparison test.

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Figure 10: Influence of the driver on the average speed, taking the New Holland T7.270 Auto Command and John Deere 6210R AutoPowr as examples

For the purpose of this study, four drivers were deployed on each of the tractors and

with each loading condition. The two tractors selected in the figure above initially

show a different speed level. The John Deere was altogether faster than the New

Holland.

The boundary difference (5 %) of 1.47 km/h makes it clear that despite the different

average speeds reached, the drivers are absolutely comparable within one tractor

type and do not display any significant differences. However, the differences between

the tractor types shown in Figure 10 are significant.

That is why in the further considerations we always calculated with the average

speed of the four drivers for the respective tractors, which is shown in Figure 11.

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Figure 11: Average speed of the four drivers per tractor calculated/obtained

The average speeds shown indicate a clear trend. Despite the better weight and the

narrower tires for road transport (= lower rolling resistance), the Fendt achieved the

lowest speed (37.7 km/h). The New Holland and the John Deere 6210R DirectDrive

follow this. The highest speed of 43.8 km/h is achieved by the John Deere with

continuously variable AutoPowr transmission. The boundary difference of 1.8 km/h

indicates with an error probability of 5% that the differences between Fendt and New

Holland in this survey are not significant, just like the differences between the two

John Deeres. However, the difference between the leading group – the two John

Deeres – and the other two tractors from Fendt and New Holland is significant.

3rd2.3 Fuel/Ad-Blue consumption

The diesel fuel and Ad-Blue consumption measured as a further key component for

the efficiency comparison between the four tractors is considered more closely

below. For this purpose the filling levels of each fluid were determined during the

tests and supplemented by topping up before each change of driver or load condition

(see Chapter 2nd4).

21

Table 4 shows the consumption rates of diesel fuel and Ad-Blue measured in the

experiment for the different load situations.

Table 4: Diesel and Ad-Blue consumption at different load situations

Fendt 724 Vario

New Holland T7.270 Auto Command

John Deere 6210R Autopowr

John Deere 6210R

DirectDrive

237 hp

(97/68 EC) 261 hp

(EPM (ECE R120)) 240 hp

(IPM(97/68EC)) 240 hp

(IPM(97/68EC))

Full trip

Total diesel [l] 531.00 507.00 539.00 499.00

Liter Diesel je km 0.809 0.773 0.822 0.761

Liter Ad-Blue je km 0.036 0.042 0.000 0.000

Total [l/km] 0.846 0.815 0.822 0.761

Empty trip

Total diesel [l] 283.00 282.00 322.00 287.00

Liter diesel per km 0.431 0.430 0.491 0.438

Liter Ad-Blue per km 0.024 0.021 0.000 0.000

Total [l/km] 0.455 0.450 0.491 0.438

Total [l/km] 0.651 0.633 0.656 0.599

The expectation that SCR tractors display lower diesel consumption rates cannot be

confirmed by the data in Table 4. If one considers the trips with high pulling load = full

trip (trailer with 18 t total weight), it becomes apparent that the Fendt displays the

highest consumption (0.846 l/km) of diesel and Ad-Blue, followed by the John Deere

with continuously variable AutoPowr transmission, then the New Holland, and finally

the John Deere with DirectDrive transmission (0.761 l/km). The volumetric Ad-Blue

consumption by the Fendt in loaded condition amounts to 4.5% of the diesel

consumption, and for the New Holland 5.4% of the diesel consumption, and is thus in

the anticipated range. The manufacturers’ data state that the Ad-Blue consumption

depends on the load and can be between 2 and 7% of the diesel consumption. On

empty trips the Ad-Blue consumption should drop, but it only does this with the New

Holland – to 4.8%. With the Fendt, it rises from 4.5% to 5.6% of the diesel

consumption, which was not expected. This may be attributable to the high diesel

temperatures, as these influence the performance capability of the Fendt as shown in

Chapter Fehler! Verweisquelle konnte nicht gefunden werden..

The average fluid volume consumed as a mean value for both empty and full trips

shows that the John Deere with the DirectDrive transmission displays the lowest fluid

consumption of 0.599 l/km, followed by the New Holland, the Fendt and the John

Deere with AutoPowr transmission (0.656 l/km).

22

3rd2.3 Fuel temperature

The fuel temperature could be the essential parameter influencing the performance

capability of the tractors. The trade experts (Eggers, 2006; Lindemann, 2012)

assume an output reduction of 2.5% per 10°C higher diesel temperature. That is why

at the end of all the trips the diesel temperatures in the tank were determined.

The following figure shows the mean fuel temperatures for each tractor.

Figure 12: Diesel temperature at the end of the full trip in road transportation, mean value for all four drivers

Generally the trend indicated on the mobile practice-reflecting test stand

measurements (see Section Fehler! Verweisquelle konnte nicht gefunden

werden., p. Fehler! Textmarke nicht definiert.) was continued in road transport too.

However, there were also some changes – for instance the John Deere with

AutoPowr transmission at 37.8 °C now has higher diesel temperatures (+5.8 °C) than

on the test stand, while the DirectDrive displays exactly the same temperature as it

did for the test stand measurement. The New Holland with an average of 45.6 °C

shows the highest temperatures in transport, followed by the Fendt with 42.8 °C and

the John Deere AutoPowr with 37.8 °C. The two John Deere tractors are equipped as

standard with a fuel cooler, while the Fendt and the New Holland are not.

23

If the output reduction of 2.5% is to be expected on the grounds of the higher diesel

temperatures, then the output by comparison with the manufacturer’ data would

change as follows (see Figure 13).

Figure 13: Output and output shortfall by comparison with the manufacturers’ data as a function of the diesel temperature during transport (Index John Deere 6210R-DirectDrive = 100)

The output reduction due to the higher temperature of the diesel is then calculated at

7 hp for the New Holland, so that ultimately 253 hp are achieved instead of the stated

260 hp. The output reduction for the Fendt using this approach is 5 hp, for the John

Deere AutoPowr 2 hp, and the John Deere DirectDrive does not display any output

cuts as it is the reference value.

3rd3 Cost consideration

The costs of diesel fuel and Ad-Blue are to be considered as key components of the

efficiency considerations for this study.

The purchase prices for diesel fuel and Ad-Blue urea solution (without value added

tax) were used for the consideration of costs. The consumption rates already shown

in Section 3rd2.3 (see Table 4) for different load situations were also used. The cost

calculations for the consumption rates measured in the practical test are shown in

Table 5.

24

Table 5: Cost calculation for diesel and Ad-Blue for the consumption rates measured in various load situations

Fendt 724 Vario

New Holland T7.270 Auto Command

John Deere 6210R Autopowr

John Deere 6210R

DirectDrive

237 hp

(97/68 EC) 261 hp

(EPM (ECE R120)) 240 hp

(IPM(97/68EC)) 240 hp

(IPM(97/68EC))

Full trip

Total diesel [l] 531 507 539 499

Liter per km 0.809 0.773 0.822 0.761

Liter Ad-Blue per km 0.036 0.042 0.000 0.000

Euro / km diesel*² 1.003 0.957 1.018 0.942

Euro/km Ad-Blue*³ 0.029 0.033 0.000 0.000

Total [€/km] 1.03 0.99 1.02 0.94

Empty trip

Total diesel [l] 283 282 322 287

Liter per km 0.431 0.430 0.491 0.438

Liter Ad-Blue per km 0.024 0.021 0.000 0.000

Euro / km diesel*² 0.534 0.532 0.608 0.542

Euro/km Ad-Blue*³ 0.019 0.016 0.000 0.000

Total [€/km] 0.55 0.55 0.61 0.54

Grand total [€/km] 0.79 0.77 0.81 0.74

rel. costs* 101.70 98.77 104.31 95.22

* Index 100 = Average total costs of all tractors

*² Diesel: 1.2385 €/l without VAT

*³ Ad-Blue: 0.795 €/l without VAT

The calculation of costs for the individual tractors was carried out separately for

empty trips and loaded trips, as well as in the form of an equally-weighted mean

value from the two conditions. It becomes apparent that at full load the John Deere

DirectDrive at 0.94 €/km lies ahead of the New Holland, the John Deere AutoPowr

and the Fendt (1.03 €/km). This trend is not reflected in the same way for the empty

trips. Here the Fendt and the New Holland at 0.55 €/km lie in joint second place. The

mean value of the two load situations produces a trend similar to that for the full trips.

The worst consumption rate is obtained by the John Deere with AutoPowr

transmission, followed by the Fendt and the New Holland, and finally the John Deere

with DirectDrive comes out best at 0.74 €/km.

If the mean value of all four tractors is assumed to be 100, in relative terms the John

Deere DirectDrive at 4.78 % is better than the mean value, as is the New Holland

with 1.23 % points. The Fendt is 1.70 % worse than the mean value and the John

Deere AutoPowr 4.31 %. This produces a range of 9.1 % points between the best

and the worst tractor.

25

3rd4 Driver survey

The driver survey was carried out with a standardized questionnaire (see Annex).

Each driver completed this directly after his trip with the respective tractor. The

categories relevant for this comparison are shown in the following table.

Table 6: Result of the driver survey in the categories engine, transmission and overall impression, using the German school grading system (1 = high, 5 = low) with number of entries and average grade

Vehicle Fendt 724 Vario New Holland T7.270

Auto Command John Deere 6210R

AutoPowr John Deere 6210R

DirectDrive

Grade 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5

Engine 2.2 2.4 1.8 1.8

Performance impression 3 1 1 2 1 1 3 1 3

Noise 1 1 2 1 2 1 1 3 1 3

Maintenance points 1 2 1 2 2 1 2 1 1 2 1

Number 2 6 4 0 0 2 4 5 1 0 3 8 1 0 0 3 8 1 0 0

Transmission 1.8 3.2 2.3 2.5

Ease of shifting 1 3 2 2 3 1 2 2

Noise 1 1 1 1 1 1 2 1 3 1 2 1

Aut. programming 2 2 3 1 1 2 1 1 2 1

Reverse shifting 1 3 2 2 1 1 3 3

Displays 4 1 2 1 1 2 2 1 3

Number 9 9 1 0 1 1 3 10 7 1 6 9 0 3 2 4 7 1 1 2

Overall assessment 2.2 2.5 1.9 2.1

Engine 3 1 1 2 1 1 3 1 3

Chassis 1 3 3 1 1 3 1 3

Transmission 2 1 1 1 2 1 1 3 1 2 1

Lift unit/hydraulics 1 1 1 1 1

Cab 2 1 1 1 3 1 2 1 1 1 1 1

Number 3 10 2 2 0 2 6 7 2 0 4 11 2 0 0 4 10 3 1 0

The average grades for each tractor and for the relevant categories of the driver

survey questionnaire display a partly very heterogeneous picture.

In the engine category the two John Deeres each achieve a grade of 1.8 and thus lie

in the “good” range. This rating is attributable to the high average speeds achieved in

the transport comparison. The drivers give the Fendt a grade of 2.2, so that it is still in

the “good” range, as is the New Holland with the grade 2.4.

26

In the transmission category the drivers assessed the Fendt 724 – Vario best with the

grade 1.8, followed by the John Deere AutoPowr with a grade of 2.3. The drivers give

the semi-automatic dual clutch transmission (DirectDrive) from John Deere 0.2 grade

points less than the AutoPowr transmission. The John Deere is followed by the New

Holland with the grade 3.2.

Both John Deeres are given the grade five more than once for the poor display

position. The drivers add that the reasons for the 3.2 in the New Holland were an

intricate, complicated menu navigation and a cruise control that could not be used.

In the overall assessment by the drivers the two John Deeres take first and second

position. The ranking in the survey puts the John Deere 6210R AutoPowr ahead of

the DirectDrive, followed by the Fendt and the New Holland. The heterogeneous

assessment pattern for the Fendt and the New Holland is particularly striking. This is

due above all to the low transport speeds achieved by the Fendt and small deficits in

the operability/comfort (menu navigation in the display, lack of cruise control) in the

New Holland.

4th Summary

The transport comparison of four different tractors, transmissions and engine controls

in calendar week 29/2012 was carried out in order to determine their transport

efficiency in road transportation. For this purpose a route in the Rhineland Palatinate

southwest of Kaiserslautern was used and travelled with different load conditions

(empty trip, full trip).

One key question consisted of finding out how effectively the new semi-automatic

“DirectDrive” dual clutch transmission in the John Deere 6210R works. For this

purpose a comparison with the John Deere continuously variable AutoPowr

transmission, also in a 6210R, was carried out. In addition two further tractors built by

competitors, on the one hand a Fendt 724 Vario and on the other a New Holland

T7.270 Auto Command, were included in the comparison. Here too the Fendt is

equipped with a continuously variable Vario transmission and the New Holland with a

continuously variable double clutch transmission. In addition both tractors are

equipped with the SCR exhaust gas technology, while the John Deere machines are

equipped with exhaust gas recirculation and particulate filter in order to satisfy the

valid exhaust gas standards.

27

The additional Ad-Blue consumption was also captured during the tests in order to

subsequently be able to calculate the costs per kilometer driven.

First of all the actual condition of the four tractors was checked on the mobile

practice-reflecting test stand. The measurements on the mobile practice-reflecting

test stand using an eddy-current brake of type Eggers Dynamometer displayed initial

differences between the tractors. For instance the Fendt could not achieve its stated

output of 240 hp, but instead only managed 225.2 hp. This difference of -14.8 hp was

reflected in the transport comparison on the road with a 13% gradient, for here the

Fendt only achieved the lowest average speeds.

In the opinion of the testers this output difference measured on the test stand is

crucially attributable to the higher diesel temperatures. The Fendt in particular had

very high temperatures of over 50 °C in the diesel here. During road transport these

temperatures were slightly lower thanks to the airstream.

The different transmission technologies and their efficiencies were revealed clearly

when it came to road transportation. The fast accelerations necessary for

transportation can be reached by fast shift operations. Here the dual clutch

transmission especially of John Deere displayed its strength, as is expressed in the

low consumption rates. The comfort of the semi-automatic transmissions can still be

improved. For example these aspects carried particular weight in the subsequent

survey of the drivers. The lack of cruise control, the complicated program steps and

unclear and overloaded menus are just some of the remarks made by the four drivers

in this comparison.

The result derived from the measurements described and the costs per kilometer

driven calculated from this shows that the dual clutch transmission means lower

costs of transportation. The continuously variable transmissions caused higher costs

here. In this study the John Deere 6210R DirectDrive came off best with 95.22 %, in

other words with 4.78 points below the average of the four tractors tested.

28

The New Holland T7.270 Auto Command with 98.77 % was the second best tractor,

remaining 1.23 % below the average. The third in this cost per kilometer

consideration is the Fendt 724 Vario, lying just above the mean value at 101.70 %.

Fourth place was taken by the John Deere 6210R AutoPowr with 104.31 %. This

represents a range of 9.1 percentage points between the best and the worst tractor.

The question of where the high diesel temperatures come from remains open in this

comparison. It is possible that especially in the Fendt and the New Holland,

supplementary temperature reduction measures will bring the required output. The

larger engine with more power in the New Holland additionally brings lower

consumption at the same output.

The measurements are one factor, the drivers’ impressions the other. Here,

especially in the transmission category – which was the specific subject of this test –

the Fendt came off best with a good grade of 2. The continuously variable AutoPowr

transmission, the semi-automatic DirectDrive and finally the Auto Command

transmission were graded by the drivers on average 0.2 points worse each.

It remains to be noted that the John Deere 6210R with DirectDrive delivered the best

measurement results. Especially for transportation with fully loaded trailers – as used

in this test – the semi-automatic transmission demonstrates its advantage on

sections with strong gradients. This advantage is further reinforced by the unthrottled

speed on downhill sections. The high kerb weight and the high-torque engines lead

to a positive overall assessment by the test team.

29

List of references

Eggers H., 2006: Bedienungsanleitung der Wirbelstrombremse für die Zapfwelle „Eggers PT02“, p. 30

Eurostat, 2012: Agricultural income.

http://epp.eurostat.ec.europa.eu/portal/page/portal/eurostat/home/, retrieved on 30.07.2012

Lindemann S., 2012: Influence of fuel temperature on power measurements at the

PTO. Owner of Dieseltechnik Lindemann GmbH in Osterrönfeld, oral

notification on 3.8.2012

VDMA , 2012: Tractor registrations 2011.

http://www.vdma.org/wps/wcm/connect/8f71db0044a51b958bcdaf9c93f511f4

/Zulassungen+2011.pdf?MOD=AJPERES&CACHEID=8f71db0044a51b958b

cdaf9c93f511f4, retrieved on 30.07.2012

30

Annex

Annex 1: Screenshot of the power/torque curve and the specific fuel consumption in the engine speed range of the Fendt 724 - Vario on the mobile practice-reflecting test stand at 53 °C

Annex 2: Screenshot of the measurements of the Fendt 724 - Vario on the mobile practice-reflecting test stand at 53 °C diesel temperature

31

Annex 3: Screenshot of the power/torque curve and the specific fuel consumption in the engine speed range of the Fendt 724 - Vario on the mobile practice-reflecting test stand at 20 °C diesel temperature

Annex 4: Screenshot of the measurements of the Fendt 724 - Vario on the mobile practice-reflecting test stand at 20 °C diesel temperature

32

Annex 5: Screenshot of the power/torque curve and the specific fuel consumption in the engine speed range of the New Holland T7.270 Auto Command on the mobile practice-reflecting test stand at 39 °C diesel temperature without boost

Annex 6: Screenshot of the measurements of the New Holland T7.270 Auto Command on the mobile practice-reflecting test stand at 39 °C diesel temperature without boost

33

Annex 7: Screenshot of the power/torque curve and the specific fuel consumption in the engine speed range of the John Deere 6210R - DirectDrive on the mobile practice-reflecting test stand at 35 °C diesel temperature

Annex 8: Screenshot of the measurements of the John Deere 6210R - DirectDrive on the mobile practice-reflecting test stand at 35 °C diesel temperature

34

Annex 9: Screenshot of the power/torque curve and the specific fuel consumption in the engine speed range of the John Deere 6210R - AutoPowr on the mobile practice-reflecting test stand at 32 °C diesel temperature

Annex 10: Screenshot of the measurements of the John Deere 6210R - AutoPowr on the mobile practice-reflecting test stand at 32 °C diesel temperature

35

36

Annex 12: Correction factors for the output measurement

(Excerpt from the operating instructions for the PTO “Eggers PT02”, p. 30)

- the legally admissible tolerance ± 5 % to DIN 70020 - acc. to ISO 1585 and SAE J 1349 the Visco-ventilator remains switched off

Fuel per 10°C

temperature -2.5 %

Intake air per 10°C

temperature -1.0 %

Air pressure per 10 mbar

atm -0.15 %

Fuel per 10 Kg / m3

density -1.2 %

Fuel per 1 cSt

viscosity -0.8 %