Deutz Fahr’s four-cylinder Agrotron TTV is not an obvious choice for those seeking a secondhand 120-140hp mule with a continuously variable transmission. But on further inspection, it is a steed which is well worth a closer look. Geoff Ashcroft reports.
Deutz Fahr’s four-cylinder Agrotron TTV models rode on the back of sales successes from larger six cylinder TTV tractors.
Introduced in 2011, there were three models of the four-pot Agrotron TTV. Badged 410, 420 and 430, and with rated power outputs of 114hp, 124hp and 134hp respectively, all three shared a Deutz DCR Stage 3 compliant four-litre engine.
The four-cylinder tractor series also brought a short wheelbase and tight turning circle to boost manoeuvrability. It could also be fitted with a front-end loader, to make the most of its goldfish-bowl cab and generous roof window.
With its CVT powertrain as the headline grabber, you can expect to find 40k and 50k models - the latter was an extra cost option. ZF provided the transmission, and the four-range unit delivered a stepless speed adjustment that could be managed from multiple modes.
There are three driving strategies - Eco, Auto and Power modes, plus further adjustment through manual, auto and PTO modes, to suit field work. It can be turn-key and drive simplicity or fiddle and tweak all settings to make the most of field applications.
Using a TTV 430 as an example, we speak to Brad Farm Machinery’s service director, Tony Reason, to run us through a few areas to look out for on a used model.
Deutz power sits in the nose of the Agrotron TTV four-cylinder models and brings common rail injection, a wastegate turbocharger and external exhaust gas recirculation. It is biodiesel (B100) compatible too.
In our range-topping TTV 430 example featured here, the punchy power unit offers a rated power of 134hp, boosting to 142hp. Peak torque is 605Nm at just 1,400rpm. Dipstick is on the left, while filters and fluid checks are found on the right-hand side.
Brad Farm Machinery’s service director Tony Reason says; “Fuel filters need replacing every 500 hours, while the engine air filter is a 1,000 hour item.” He adds; “Service data shows up on the dashboard, and this is a dealer reset to clear, along with any fault codes.”
The cooling pack opens up like Pandora’s box, making it easy to clean the multiple cores for intercooler, air conditioning condenser, fuel cooler, oil cooler and engine radiator. E-Visco electric fan control manages heat dissipation based on temperature and powertrain demand.
ZF’s Eccom 1.3 transmission needs its oil and filter swapping every 1,000 hours, and it shares its oil with the rear end - but not with the hub reduction gears or hydraulic system. These use separate oil compartments.
It wouldn’t be a Deutz-Fahr tractor without brightly coloured controls, and in this respect, the Agrotron TTV 430’s S-Class cab does not disappoint. It’s yellow for pto, orange for engine and transmission, blue for hydraulics and green for linkage.
You’ll find plenty of internal space and commanding visibility from the high seating position, but an overall lack of steering wheel adjustment takes the edge off comfort. Check the air conditioning for effectiveness - the TTV 430 operator is sitting in a glass house compared to most other tractor cabs. Side windows are also fixed.
The cab sits on a pair of damper bushes at the front, with a pair of self-levelling air bags under the rear, offering a decent level of ride comfort. They seldom give trouble says Mr Reason, and giving the back of the cab a good push and pull from outside will let you assess the suspension’s ability to operate correctly.
Light grey interior shows dirt, as does the headlining. Controls and the dash do look a little dated, but are straightforward. Target speeds and modes can be found on an LCD screen tucked into the right hand A-post. Cab filters are easy to inspect, and are accessed from the outside, in both B-posts.
A chunky drive lever sits at the helm of the PowerComV console and carries linkage, shuttle and spool control buttons. It is flanked by a smaller joystick for spools three and four, which can also be used for front-end loader control. There is a cruise control function too, which allows any desired travel speed to be stored and repeatedly accessed. But unlike some of its competitors, only one cruise speed can be selected.
Beneath the armrest pad is a raft of buttons and dials to manage a host of tractor functions. These include front axle suspension on/off, engine/transmission modes and sensitivity, plus flow and time settings for the tractor’s first two spool valves. Spools three and four can be tweaked for flow only. Extra spools - three more are available - are manually controlled using thumb wheels on the right-hand inner wing, ahead of the green coloured linkage controls.
The firm’s iMonitor was an extra cost option, and had been simplified on the four cylinder Agrotron TTVs to make it easier to record and store headland management functions for up to 50 implements, each with up to 16 functions. Overall, it’s a straightforward control layout and a run through buttons will confirm all works as it should.
A 6.2 tonne lift capacity can be found on the Cat III linkage at the back of the TTV 430 thanks to twin assister rams, while a Dromone push-back hitch and bolt-on PTO stub add to the convenience. For powered implements, operators can choose from four working speeds - 540/540E and 1000/1000E. Selection is from a lever in the cab.
Four spools sit at the rear, with three more under the cab, offering pipework for the front linkage and its auxiliaries. Two free-flow returns make it easy to run oil-heavy equipment, and the system can deliver up to 110 litres/min from its closed centre, load sensing system. Sight glasses make it easy to check rear end and hydraulic system oil levels too.
Other improvements to be found on the Agrotron TTV 410, 420 and 430 models includes servo assisted braking - and less pedal effort means greater stopping power, and with a greater range of movement with the multi-plate discs means better brake release to reduce the risk of dragging. “You’d never wear a set of brakes out on older models, you just couldn’t push the pedal hard enough,” says Mr Reason. “But these newer models are certainly making better use of their brakes.”
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