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JD 6155r V Fendt 718
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<blockquote data-quote="hintonroadhero" data-source="post: 6726151" data-attributes="member: 20732"><p>Sorry to question your expertise but you're not quite correct here. Fendt indeed has two, selectable ranges and are known to have issues with overheating when users don't change from road to field for heavy draft applications. Fendt is not totally hydrostatic from 0 to max speed. Indeed at low speed operations say at 5kph, the Fendt is about 95% hydrostatic and 5% mechanical drive. This compares to a ZF derived transmission which is 95% mechanical and 5% hydro at the same speed. The thinking being that a higher proportion of mechanical drive is more efficient in transferring power, so the for ranges seen on ZF units helps keep that mechanical proportion high. By contrast at high speed, say 50kph, the Fendt will be 95% mechanical and 5% hydro, wheresas the ZF -derived units will be about 50:50</p></blockquote><p></p>
[QUOTE="hintonroadhero, post: 6726151, member: 20732"] Sorry to question your expertise but you're not quite correct here. Fendt indeed has two, selectable ranges and are known to have issues with overheating when users don't change from road to field for heavy draft applications. Fendt is not totally hydrostatic from 0 to max speed. Indeed at low speed operations say at 5kph, the Fendt is about 95% hydrostatic and 5% mechanical drive. This compares to a ZF derived transmission which is 95% mechanical and 5% hydro at the same speed. The thinking being that a higher proportion of mechanical drive is more efficient in transferring power, so the for ranges seen on ZF units helps keep that mechanical proportion high. By contrast at high speed, say 50kph, the Fendt will be 95% mechanical and 5% hydro, wheresas the ZF -derived units will be about 50:50 [/QUOTE]
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JD 6155r V Fendt 718
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