We don’t know when Fendt will launch its new Favorit tractors, but we have already driven a prototype – the 230hp Favorit with four-speed powershift transmission and a new turbo clutch.
BOMBSHELL From profi 7/1993
As the successor to the 600 series, the Favorit 800 series with its MAN engine was introduced in the autumn of 1993. The change proved very successful, and today the 800s have achieved cult status.
Fendt has a problem in the upper power class: the Favorit tractor series only goes up to 185hp. The designers and engineers in Marktoberdorf in the Allgäu region are thus developing new high-powered tractors to serve the growing demand for models over 200hp. That’s for sure.
What’s also for sure is the new Favorit series will have up to 230hp. Because we have already driven a 230hp prototype: with new styling, new cab, new engine and new transmission.
Although it’s hard to pinpoint all the details of a new tractor range in the field, the list of visible and noticeable innovations is impressive. Read on to find out more.
The new Favorit will have a MAN engine. Our prototype was equipped with a six-cylinder engine with turbocharger and intercooler, delivering 230hp at 2,300rpm.
We’ve already tested and measured an engine from this series in the Schlüter-Eurotrac 1900 model and found that the measurements were excellent.
The new Fendt Favorit will also have a new gearbox. Our prototype had only one gear lever, which could be used to select a total of 24 regular gears and a further 20 creeper gears. First, the stick is used to work through the familiar and proven double-H gate gearshift for the six gears. An easily accessible and thumb-controlled toggle switch on the side of the lever allowed us to work though the four powershifts that are available in each gear. These powershifts can be accessed under load without clutching, each shift covering a 20% speed ratio.
A chunky sliding collar directly below the gear knob operated the creeper group (electro-hydraulically, although with the clutch), which unlocked a further 5 x 4 = 20 speeds (the sixth speed was locked in the creeper group). According to the speedometer, the lowest travel speed in the creeper group was 500m/hr, and the fastest in the road group was 45km/hr. At this speed, the powershift box would automatically shift down from fourth to third gear at 1,900 engine revolutions.
The steering wheel with indicators and the shuttle control on the new Favorit corresponded to those in the Farmer 300 models. Shuttling is from the toggle switch, too, (for pre-selection).
Next, you have to operate the clutch pedal before the tractor reverses. For a change, the bothersome lock that fixes the clutch pedal until the shuttle is shifted is gone in the new Favorit!
Our team discovered a whole gamut of interesting new features on our Favorit prototype. Apparently the 230hp beast is equipped with a newly developed turbo clutch and an electronically controlled powershift transmission. This is how it worked in our prototype.
When starting off, the tractor pulled away smoothly and “softly” when the driver took his foot off the clutch. As soon as the engine had reached a speed of around 1,200rpm, the prototype was given a “second boost” and the connection between the engine and transmission was force-locked.
Technically, Fendt engineers could have designed this “auto start-off feature” with the help of the turbo clutch: for example by filling it with only half the amount of oil in the first stage and then completely when engine rpm reach 1,200 to ensure an almost slip-free connection (2% slip still remains). This simple solution would eliminate the need for a torque converter lock-up clutch, which is the solution on the existing Favorit tractors.
New technology was also in full evidence when the load changed as the Favorit transmission was shifting through the four steps. Under light load, shifting was smooth and comfortable, whereas when under heavy load the shift was made much faster … and not quite so smooth. Perhaps this was done by controlling the powershift transmission electronically, e.g. by recording the tractor load inside the turbo clutch.
Of course, much as we would have liked to, we couldn’t extend our Favorit ride indefinitely to find out the answers, and there was nobody available to respond to our many questions.
However, we have discovered a few more interesting design and operational details in the meantime:
- The front axle of our prototype tractor was a swing axle with hydro-pneumatic suspension.
- The comfortable cabin on the 230hp Fendt was cushioned by spring struts at the rear and by rubber mounts at the front.
- There were two ELC controls in the cab: one for the rear linkage and a second for the front linkage.
- The new Favorit is manufactured in block design. This means the oil sump is designed as a load-bearing element of the vehicle block.
- With a permissible total all-up weight of around 12 to 14t, our prototype with a tare weight of 7.5t had a payload of 4,500 to 6,500kg.
- The fuel tank with a volume of 350 to 400 litres is located on the left in front of the spacious entrance.
- The drive clutch is apparently servo-hydraulically assisted and very smooth in operation.
- Our prototype was fitted with 710/70 R38 tyres at the rear and 520/70 R34 tyres at the front, a very large size.
Summary: Naturally enough, we were unable to find out to what extent this prototype actually reflects the future standard specification. But then we’d assume that Fendt wouldn’t trial a tractor in relatively comprehensive specification, and even stick “real” badges to it, if a pilot series wasn’t in the pipeline in the not too distant future. Then again the basic model specification in terms of its engine and transmission equipment is fixed.
This means that the new Favorit tractors will be launched on to the market with significantly higher-powered engines and they will have a four-stage powershift transmission, an improved shuttle reverse converter and a new “drive management” system (turbo clutch with electronically controlled powershift).
A suspended front axle, the controlled front linkage and a cab with a partly new suspension will probably be additional innovations. Exciting times would seem to lie ahead for the Fendt brand.
M Neunaber
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