U.S. government economic aggression and unpredictability resulted in significant trade disputes that severely affected overall global trade and corporate profits across the ag equipment sector.

The imposition of countervailing tariffs on U.S. soybean sales caused a major income loss for U.S. farmers.

Chinese tariffs on Canadian canola in response to our country’s agreement to follow the United States and apply tariffs on electric vehicles pressured some farm incomes here.

Agricultural Manufacturers of Canada, which represents Canadian ag equipment manufacturers, estimates the sector saw a 30 per cent sales decline over 2025 as a result.

The Association of Equipment Manufacturers, which tracks tractor and combine sales, shows sales were down in both the U.S. and Canada.

In two-wheel drive tractors above 100 horsepower, the U.S saw an overall decline of 22.6 per cent for the year. Four-wheel drive tractor sales declined 41.6 per cent and combine sales fell 35.6 per cent.

The picture in Canada was a little brighter, but there were still declines in tractor sales — 100-plus horsepower tractor purchases fell 12.1 per cent and four-wheel drives 23 per cent. However, combines grew about three per cent.

All of this happened as the ag equipment industry was already near the bottom of a demand cycle with slow sales going into 2025.

With Chinese tariffs on canola returning to more normal levels, Canadian farm income is likely to improve in 2026, assuming weather events aren’t a factor.

In the U.S., the government has promised a second bailout to mitigate reduced incomes from trade disruptions caused by the Trump administration. As a result, there is some optimism for improving sales conditions in 2026.

However, as the U.S. administration remains aggressive in its posture toward imposing sanctions and tariffs on an apparent whim, as well as threatening military actions toward former allies, it’s anyone’s guess how the gross domestic product of western nations will be affected, as well as farm incomes.

It is clear, however, that ag machinery brands will continue to face reduced margins in 2026. John Deere, for example, estimated in mid-year 2025 that tariff costs to its manufacturing that fiscal year would amount to about US$600 million. It expects the problem to continue into 2026.

All brands in the machinery and automotive sectors are facing similar cost increases.

A statement from AEM said tariffs on steel and aluminum alone would impact manufacturing costs for brands by about seven per cent. That almost certainly means farmers will face higher sticker prices on future machinery purchases.

Highlights by brand

Case IH

In August 2025, another, bigger Steiger, the Steiger 785 Quadtrac, debuted, with 853 peak engine horsepower, making it the most powerful model Case IH has yet offered.

The only other tractor introductions from the brand in 2025 were updates to the Farmall utility class, including models below 150 h.p. such as the Farmall 120C.

MTZ

MTZ’s Kirovets K-744 continues to be available as a low-cost, alternative to more familiar high-horsepower tractors, despite the Russian invasion of Ukraine.

Parts and tractor availability remains good, according to the Canadian distributor, even though MTZ tractors are built in Belarus and the Kirovets in Russia.

The brand also expects to soon begin production of three larger M8 models offering up to 620 h.p. There are no specification updates to the K-744 for 2025.

JCB

With 284 and 335 peak horsepower FPT diesel engines mated to ZF 3.1 four-range, step-less transmissions, two new 6000 Series JCB models (Fastrac 6300 and 6260) fit in between the brand’s exiting 4000 and 8000 Series lines, bringing the total number of JCB Fastracs to seven.

Claas

Claas’s Axion 900 Series tractor line was first introduced to Canada in 2019, joining the two-model Xerion line of unique four-wheel drive tractors the brand had been offering.

In 2022, the Axion 960TT Terra Trac half-track tractor joined the Canadian lineup. The latest offering from the brand is the 12 Series, Xerion 12.650, which were first introduced in 2023. The basic tractor specifications for high-horsepower models carry forward for 2026.

New Holland

New Holland showcased new models in 2023. Most notably, it pushed the horsepower limits of the T9 Series, boosting the flagship model T9.700 to 645 rated engine h.p.

The T9 SmarTrax versions were announced in early 2024 for the 2025 model year. T8 Series tractors got a five to 15 h.p. boost for 2025. The model specifications carry over to 2026.

John Deere

John Deere made headlines in 2024 with the introduction of the largest production tractors on the market, the articulated 9RX 710, 9RX 770 and 9RX 830, pushing rated engine h.p. to 830 in the flagship model. Last year was the first full production year for them.

Versatile

Versatile continues to offer the same high-horsepower model lineup for 2026 with some specification upgrades for the current model year, including the DeltaTrack 620DT and 620 4WD.

Fendt

Agco’s Fendt brand continues to grow market share across North America and represents the company’s premium equipment line. It offers both wheeled and two-track high-horsepower models.

PTx Trimble’s Outrun autonomous grain cart system is now compatible with the 1000 VARIO Series wheeled tractors such as the 1052 VARIO and 1167 VARIO MT.

Massey Ferguson

Over the past five years Agco has been updating the Massey Ferguson tractor line with the S Series models.

At Agritechnica 2023, it introduced the 9S Series, which pushed at the top end of the horsepower range previously offered in the Massey Ferguson brand.

In late 2024 the 9S Series debuted (including the 9S.425) in North America and replaced the 8700S models. They began arriving on dealers’ lots in 2025.

McCormick

The McCormick brand, now owned by Argo of Italy, has one model available in Canada that tops the 300 h.p. mark, the X8.680. This MFWD model sports some high-end options and is fully compatible with Isobus-controlled implements.

The company hasn’t announced any changes to the basic specifications for this model as we move into 2026.

Deutz-Fahr

Germany-based Deutz-Fahr continues to offer its 300 h.p. 9340TTV Agrotron tractor in Canada.

The low-revving Deutz diesel engine and a ZF-built CVT transmission remain the main driveline components for it for 2026. Basic specifications also carry over for current models.

In detail

Case IH

In early 2020, Case IH introduced the updated AFS Connect Steiger tractor line, which was given a refresh in 2023.

The 715 Quadtrac was added in 2023. It was the brand’s flagship model until 2025 when its larger brother, the 785, debuted. Both tractors are built on the same chassis, but the 785 was given some upgrades to handle the additional ponies under the hood.

Both get power from an FPT 16-litre two-stage turbo diesel, but on the 785, some internal components have been enhanced, such as fuel injectors, pistons, rings and some of the oil flow that feeds the cylinder walls.

The FPT diesel uses SCR emissions technology, requiring the use of DEF.

Channeling all that power to the track modules is the Steiger PS6 16F-2R power shift transmission, which is standard equipment across the Steiger high-horsepower line.

The 785 uses the same PS6 power shift transmission as all 595 models and larger do. However, there were some enhancements specifically for the 785, such as shot-peened gears for additional strength. All PS6 transmissions will get those upgrades starting in 2026.

The longer 264-inch track modules available in 30- or 36-inch widths on the 785 are the same as those that debuted on the 715.

A bigger drive sprocket spreads the turning force out over an extra tooth to extend the life of the track.

The larger drive sprocket also allows for a boost in maximum road speed from 25 m.p.h. (40 km-h) to 26.5 m.p.h. (42.5 km-h).

The 785’s hydraulic system is an upgrade from the Smart Torque version with which the Steigers have been equipped.

In February 2024, Case IH introduced the new Quadtrac Heavy-Duty Suspension (HDS) for Steigers.

The current AFS Connect Magnums were first introduced in 2019.

In February 2024, Case IH also unveiled its 2025 model year Magnum tractor line. And in keeping with the industry trend of horsepower creep up, those tractors also saw a horsepower boost.

The 380 and the 400 both were given five additional h.p., creating the 385 and 405. Everything else in the large frame, starting at 250 and larger, got 15 additional h.p.

The tractors get power from what the brand calls the Cursor 9-litre diesel, which, technically speaking, actually has an 8.7-litre displacement.

The 355 was given a new transmission, a 21F x 5R power shift, which was included in its base equipment list.

The new transmission offering will make the 355 compatible with future autonomous operating systems by simplifying what’s required to make that workable when Case IH eventually offers it.

Another significant change for the 2025 Magnums came in how the brand offers technology packages for them. Buyers can pick and chose their preferred individual features from two complete package options.

At the rear, the Magnums adopted the hydraulic coupler design used on their larger brothers in the Steiger line.

In 2021, the AFS Connect Optum line first debuted.

Two of the two AFS Connect Optum models are at or above the 300-horsepower mark, the model 300 and the 340, which was new for the 2024 model year. They use an FPT 6.7-litre diesel, which features a 50 km-h capable CVXDrive CVT transmission. It offers a little lower hydraulic flow rate, with a standard 43.5 g.p.m. (166 l/m), which can be upgraded to 58.9 g.p.m. (223 l/m).

The Optums pack more horsepower into a smaller package with a lighter footprint than an equivalent Magnum.

The 300 Optum weighs in on average with a standard front axle at 24,603 pounds (11,160 kilograms), compared to 28,800 lb. (13,082 kg) on the 310 Magnum.

MTZ

Arie Prilik, vice-president of MTZ Equipment, the North American distributor of MTZ and Kirovets tractors, said the tractors and replacement parts, which originate in Belarus and Russia, still enjoy good availability.

The brand’s current flagship model, the 435 h.p. Kirovets K-744 four-wheel drive tractor, gets its power from an OM 470 Mercedes diesel and routes it through the Power Quad 16 X 8 transmission.

The tractors use a Bosch hydraulic system capable of 74 g.p.m. (280 l/m) and provides four rear remotes. They also have a Category IV rear three-point hitch with a 9,000 kg lift capacity.

A dedicated hydraulic pump provides a 21 g.p.m. (79 l/m) flow to the tractor steering system, and they are auto-steer ready.

Unique to the North American tractor market is the old-school front leaf-spring axle suspension used by the K-744. The tractors also have a suspended cab for improved operator comfort.

The K-744s use an air brake system, getting pressure from a Bendix pump. It can also be used as external compressed air source. The tractors even include a 20-foot auxiliary air hose.

The brand will soon begin production of three new, larger articulated four-wheel drive M8 models offering 500, 550 and 620 h.p. Its introduction date isn’t yet established, but it’s expected to debut in 2025.

The brand emphasizes the tractors’ lower cost and simple design with the marketing tag line, “Simple, dependable, profitable.”

JCB

In late 2025, JCB introduced the two-model 6000 Series to its Fastrac line.

They offer 284 and 335 peak h.p. PFT diesel engines mated to ZF 3.1 four-range, step-less transmissions and fit in between the 4000 and 8000 lines, bringing the total number of Fastracs to seven.

Their 6.7-litre, six-cylinder FPT diesels deliver peak power at 1,850 r.p.m. The 6.7’s torque curve rises as the revs are drawn down, where it peaks at 940 foot-pounds at 1,400 r.p.m. on the 6260 and 1,023 foot-pounds on the 6300.

The two 6000 Series tractors have a top speed of 66 km-h, which also fits in between the 60 km-h and 70 km-h top speeds of the other two ranges.

The 6000 Series tractors use air brakes with externally mounted discs, which makes changing worn pads much simpler than on the inboard brakes used on many other tractors. The brakes use electronic ABS to avoid uncontrolled skidding on hard surface roads.

The tractors can be equipped with dual NovAtel GPS receivers that enable the high precision guidance to steer both axles.

All of that rides on a newly designed chassis, using a cast front section that houses the engine and front axle, as well as a fabricated steel structure for the rear half that carries the cab, transmission and rear axle.

The largest Fastrac, the 8330, offers 348 h.p. in a tractor that can hit 70 km-h (43 m.p.h.) on the road.

For safety, they use a dual-line hydrostatic steering system, and the Rapid Steer option reduces the number of steering wheel turns from lock to lock by 50 per cent to make field operations easier.

To bring the tractor safely to a stop, it uses external brakes on both axles and has an ABS system to help maintain steering control during hard braking.

The 8330 uses an 8.4-litre Agco Power diesel engine matched with an dual-range CVT transmission.

The 8330 auxiliary hydraulic flow rates hit 178 l/m (47 g.p.m.), with up to five rear and two forward remotes. Rear three-point hitch lift capacity is 10,000 kg, and the optional front linkage capacity is 3,500 kg.

The new 6000 Series tractors beat those hydraulic numbers with a standard 205 l/mn (54 g.p.m.) flow rate, or an optional 410 l/mn rate available in the larger 6300 model.

Claas

The Axion 900 iine includes three models above 300 h.p.: the 940, 950 and 960. There is also a variation on the 960, the 960 TT Terra Trac half-track tractor. Together, those models offer 334, 357 and 391 advertised power take-off h.p.

Under the hoods of all 900 Series models is an 8.7-litre, six-cylinder FPT diesel engine. Mated to that engine is a CMATIC four-range continuously variable transmission.

The brand has also been offering the unique rigid-frame four-wheel drive Xerions, which were originally only available in just two models: the 517 h.p. 5000 or 476 h.p. 4500. Both use a 12.8-litre Mercedes OM 471 LA diesel.

Behind the Mercedes diesel is a ZF-made CVT transmission, making them capable of travelling at 50 km-h, even in reverse.

In 2023, the Xerion line was expanded to include two new 12 Series models: the 12.650 and 12.590, which offer 650 and 590 h.p., respectively. They’re available in both wheeled and tracked versions.

Behind the 15.6-litre Mercedes diesels that produce peak torque at just 1,300 r.p.m. is a “purpose-built,” in-house design CMATIC Eccom 5.5 CVT transmission that offers the precise settings and easy speed adjustments typical of a CVT, and it can move the tractors down the road at 40 km-h on the Terra Trac versions and 50 km-h on the wheeled models.

The Terra Trac models use a unique track module, which was designed by Claas and Camso for the high-horsepower demands of the 12 Series.

The wheeled versions come with 42-inch, 800-70R42 duals, which Claas claims is the largest tire currently available in the industry for production high-horsepower ag tractors.

The newest Xerions can deliver a high hydraulic flow, which maxes out at a whopping 142 g.p.m. (537 l/m) with the optional three-pump system.

Four priority remotes can be used to keep essential systems such as air drill fans running at optimum speed. The base, single-pump hydraulic system delivers 58 g.p.m. (220 l/m).

The new Axion model 9.450, with several changes and a new model number designation format, debuted at Agritechnica last year year, but it is not yet available in North America. It won a Tractor of the Year award at that show. It is an entirely new design, according to the company.

New Holland

At the top of New Holland’s tractor line is the T9 with PLM Intelligence Series. The latest model of those four-wheel drive T9s introduced in August of 2023 pushed at the upper horsepower limits of the line.

The T9 SmarTrax versions were announced in early 2024 for the 2025 model year. The T9 Series now covers the 425 to 645 rated engine h.p. range.

Of the six models for 2024, the T9.470, T9.520 and T9.580’s 12.9 litre engines have been changed to an electronic variable geometry turbo (eVGT) to boost horsepower, improving fuel economy by two per cent. The three other models, which are wide-frame models (the T9.615, T9.655 and T9.700) also use the 12.9 diesel but sport two-stage turbocharging — fixed geometry, first stage and wastegate second stage.

Gross vehicle weight (GVW) has been increased across all six of the new T9 models: 56,000 lb. (25,401 kg) for the smallest three and up to 67,000 lb. (30,391 kg) for the T9.700.

Buyers get a choice of two transmissions for all but the top two models, which are only available with the Ultra Command 16 X 2 powershift. The others can be ordered with the optional Auto Command CVT as well.

Total T9 hydraulic flow rates can be boosted up to 113 g.p.m. (427 l/m). A large coupler is available for very high flow demands, and tractors can be equipped with up to eight remotes.

The remote valve controls on the Sidewinder Ultra armrest are customizable and can be arranged to control whichever remotes the operator prefers.

The Genesis T8 with PLM Intelligence series wheeled models (T8.320, T8.350, T8.380, T8.410, and T8.435) get five to 15 h.p. ratings boosts, with five models from 325 to 435. There are also the 410 and 435 horsepower T8.410 SmartTrax and T8.435 SmartTrax models.

Depending on the model, T8s offer a choice of an 18 X4, 19 X 4 or 21 X 5 Ultra Command full powershift transmission or the brand’s CVT. T8s have the 8.7-litre FPT Cursor 9 engine under their hoods.

Of course, just like the T9s, the T8s with PLM Intelligence offer the highest level of digital connectivity the brand has ever offered. PLM Intelligence allows for remote tractor diagnostics, remote viewing, data collection and sharing, among a host of other functions.

Two tractors in the T7 Series now break the 300 rated engine h.p. mark, the T7.315 and T7.340 Heavy Duty with PLM Intelligence models. Both use the 6.7-litre FPT engine mated to the brand’s 50 km-h-capable Auto Command CVT transmission.

John Deere

John Deere currently offers three tractor ranges with models rated above 300 engine h.p., three in the 7 Series offering 310 to 350 h.p. and 12 in the 8 Series, all of which use the brand’s 9-litre diesel.

The big news for Deere in 2024 was the introduction of the three very-high horsepower 9RX models that offer 710, 770 and 830 h.p., making them the largest production models currently available.

The articulated 9 Series tractors up to 640 h.p. get Deere’s 13.6-litre JD14X diesel under the hoods.

This engine produces 13.5 per cent more power than the 13.5-litre engine it replaced, takes up less real estate, runs significantly quieter and drinks seven per cent less fuel. That engine gets mated to the brand’s e18 (18F x 6R) 40 km-h-capable power shift transmission.

The three big new tractors get an all-new John Deere 18-litre engine mated to the e21 powerShift transmission.

Deere’s 8 Series tractors get the company’s nine-litre diesel for power. They use the brand’s Intelligent Power Management system to boost output by up to 35 h.p. during p.t.o. or transport work.

The 2023 model year introduced 410 h.p. 8R, 8RT and 8RX models with a step-less electric variable transmission (EVT). Deere says that design enables precise speed control and enhanced drivability. They’re also available with the e23 power shift.

The EVT uses electric motors instead of hydrostatic motors to improve transmission performance.

To the operator, it will feel much like an Infinitely Variable Transmission (IVT), only much quieter. Deere says it will provide better overall tractor control, along with easy serviceability and diagnostics

Other transmission options in the 8 Series include the brand’s 40- or 50-km-h capable IVT, as well as the e23 and 16-speed power shifts. The optional CommandPRO control is available on 8 Series tractors equipped with the EVT or IVT transmissions.

The three largest 7 Series models, the 7R 310, 330 and 350 also break the 300 h.p. mark. They use Deere’s 9.0-litre diesel as well, and the 330 and 350 are available with the choice of an e23 (23F x 11R) or IVT transmission.

Buyers of the 7R 350 will have to take the IVT because it’s the only option on that model.

In early 2025, Deere announced the next generation perception system, an autonomy precision upgrade kit for select tractor models that can bring autonomy to tillage work. This system is available as a precision upgrade for model year 2022 and newer 9R and 9RX tractors and model year 2020.5 and newer 8R and 8RX tractors.

Versatile

Winnipeg-based Versatile continues to offer six wheeled and three tracked DeltaTrack versions of its articulated four-wheel drive tractors: the 530DT, 580DT, and the 620DT.

The wheeled models (the 530, 580 and 620) span the 400 to 616 h.p. range, with the three smallest tractors getting power from an X12 Cummins, while the three largest tractors in the series, which includes the three DeltaTrack models, get an X15 Cummins.

Behind those Cummins diesels is a Caterpillar 16 X 4 powershift transmission. The X12 mates to the TA19 Caterpillar, and the X15 routes power through a larger TA22. All use the brand’s trademark outboard planetary final drives for ease of maintenance and durability.

Versatile four-wheel drives are equipped with a standard 59 g.p.m. (223 l/m) pump or an optional 112 g.p.m. (424 l/m) high flow hydraulic system. Six rear half-inch hydraulic remotes are standard with two additional, optional three-quarter inch types available. Flow rates can be varied through the in-cab monitor.

Two cab comfort packages are available, the Deluxe and Deluxe Pro, which includes upgrading the monitor from the standard 10-inch to a 12-inch. Three different lighting packages allow for upgrades from a 14 halogen package to 19 LED and two halogen with a total output of 47,500 lumens.

Farther down the horsepower line, three of the brand’s MFWD tractors top 300 h.p.: the 315, 335 and 365.

As Versatile’s long-standing exclusive engine supplier, there are Cummins engines under the hoods of these tractors, too — this time, a QSL9 mated to a 16 X 9 powershift for all five tractors in the series. All have a total hydraulic flow of 55 g.p.m. (208 l/m), or 72 g.p.m. (272 l/m) with the optional hi-flow hydraulic system.

Fendt

The current Fendt 900 Vario MT line of tracked tractors includes three models with 380 to 431 h.p.: the 938 Vario MT, 940 Vario MT and 943 Vario MT . They use a 9.8-litre, seven-cylinder diesel and offer up to 116 g.p.m. (439 L/mn) hydraulic flow.

The wheeled 900 Vario line includes five models topping out at 415 rated h.p. They get that power from a six-cylinder 9.0-litre diesel.

The 900 Vario models have an integrated tire pressure control system that is controlled through the touch screen. The intelligent VarioDrive system provides seamless speed control from creep all the way up to 33 m.p.h.

As well, there is no need to manually switch to all-wheel drive when it’s required. The system handles that automatically.

There are now four 1000 Vario Series models from 426 to 550 h.p.: the 1040 Vario, 1044 Vario, 1048 Vario and 1052 Vario. These tractors can now be unlocked from the factory to use with the PTx Trimble Outrun autonomous grain cart system.

The 1000 Series has a standard 58 g.p.m. (220 L/mn) hydraulic flow rate, but that can be upgraded to an optional 113.5 g.p.m. (430 L/mn).

A self-cleaning air filter system uses on-board compressed air to periodically blow out the filter, extending filter life by up to 15 times compared to standard intakes.

The wheeled 900 and 1000 Series tractors get power from six-cylinder MAN engines (a nine-litre in the 900 Series and a 12.4 in the 1000s).

Equipped with the Fendt iD low engine speed concept that works with the tractor management system (TMS) and Fendt’s signature VarioDrive continuously variable transmission, the tractors have a maximum engine operating speed of just 1,700 r.p.m. That, according to Fendt, means less fuel consumption and reduced wear on engine components.

The high-horsepower, two-track tractor designs originally introduced under the Challenger brand were made available to Canadian farmers wearing Fendt colours in 2020.

There are now four models, including the 1151, 1156, 1162, and 1167 in the 511- to 673-h.p. range in the 1100 Vario MT Series, powered by a 15.2 litre engine. As well, there are three others in the smaller 380 to 431 h.p. 900 Vario MT Series, which use the seven-cylinder 9.8 litre diesel engine.

In 2024, Agco introduced the ErgoSteer retrofittable joystick control option for 500 to 1000 Series tractors.

Easily installed in late model machines it allows the operator to steer the tractor with a joystick mounted on a left-hand armrest, rather than use the steering wheel. It’s available as a kit from Agco parts.

The system was recognized for an AE50 award from the American Society of Agricultural and Biological Engineers (ASABE) for 2025.

Massey Ferguson

Agco has given its Massey Ferguson brand the “straightforward and dependable” marketing tagline, positioning Massey as the go-to option for those not looking for the same high level of technology its sister brand Fendt offers.

However, that isn’t to say Masseys are all bare bones and low tech.

Along with those models that can be ordered with more basic features, there is a lot of technology that can be packed into many of the brand’s traditional red and grey tractors as well. They offer buyers a wide range of technology levels.

In late August 2024, Agco debuted the new 9S models (photo up top) at the Farm Progress Show in the U.S., and they began arriving at North American dealers in 2025.

First introduced at Agritechnica in 2023, the 9S line will include six models in the 285 to 425 h.p. range (9S.285, 9S.310, 9S.340, 9S.370, 9S.400, 9S.425) pushing up at the top of the horsepower range offered by Massey.

The 9S models use a closed-centre hydraulic system with an optional flow rate of up to 400 L/mn.

An 8.4 litre engine, which delivers maximum power at 1,850 r.p.m., has its power routed through the brand’s Dyna-VT, 40 or 50 km-h-capable CVT transmission.

The 9S tractors are relatively light and can weigh up to 3.1 tonnes less than competitors’ tractors in that horsepower category.

The Datatronic 5, nine-inch touchscreen is fully Isobus compatible and allows the operator to control tractor functions on the nine-inch screen.

It offers MF AutoTurn, which can store three separate steering modes for headland turns. Images from up to four cameras can be displayed on the screen to help monitor implements.

McCormick

Topping out McCormick’s flagship X8 model line is the 310 h.p. X8.680. It gets that muscle from a 6.7-litre six-cylinder BetaPower engine that breathes through a variable geometry turbocharger so it can deliver up to 945 pound-feet of torque.

Behind that engine is the brand’s 50 km-h-capable VT-Drive continuously variable transmission, which has four programmable “virtual” operating ranges.

Built for McCormick by ZF, the VT-Drive has three operating modes: automatic, manual and p.t.o. It can even be set to maintain speed and engine settings by automatically adapting to changing load conditions.

The closed-centre hydraulic pump provides 56 g.p.m. (212 l/m). An additional 30 g.p.m. ( 115 l/mn) pump supplies dedicated flow to the steering system.

Tractors can be equipped with up to six electronically controlled rear remotes, as well as two more at the front. The transmission and hydraulic fluids are kept in separate sumps to prevent cross contamination and help ensure driveline oil levels remain at the proper levels.

The rear three-point hitch has a lift capacity of 26,450 lb. (12,000 kg), and a front hitch is also available. It gets a lift rating of 11,000 lb. (5,000 kg). A front p.t.o. is also an option.

A suspended front axle is standard equipment on the X8s, and the tractors are compatible with the brand’s L88 front-end loader.

The McCormicks have fully compatible Isobus connectivity to make digital communications with implements seamless. Operator interface is through a 12-inch touchscreen colour monitor.

Deutz-Fahr

The 9 Series TTV Agrotron models in Deutz-Fahr’s lineup break the 300 h.p. mark. However, only the largest model, the 9340, gets imported into Canada. It has a rating of 336 maximum h.p.

Behind the 7.8-litre Deutz TTCD diesel engine is a ZF-built CVT transmission, which offers 40, 50 or 60 km-h capable versions, along with precise speed selection from 0.2 to 60 km-h at reduced engine speed.

The Deutz engine delivers 90 per cent of its available torque at just 1,000 r.p.m., and maximum torque remains relatively constant from 1,200 to 1,600 r.p.m.

Hydraulic flow rate is 160 l/m, but that can be increased to 210 l/m as an option. Flow rates and activation time of the flow to remotes can be adjusted from the operator’s seat independently for each circuit. Up to six rear and two front remotes are available.

Hydraulic oil uses a separate sump from the transmission fluid to avoid contamination.

The 9 Series tractors offer what the brand describes as “unique operating comfort.” The MaxiVision cab 2 gets a lighting package using LED work lights.

Inside the cab is a colour 12.8-inch iMonitor 2.0 and upholstered leather seating. And for a smoother ride, pneumatic cab suspension is standard on these tractors.

The 9 Series come equipped with a suspended front axle, too. It offers a tight 50 degree turn angle with power disc brakes for improved stopping capability.

Rear three-point hitch lift capacity comes in at 12,000 kg. Front hitch lift capacity is 5,000 kg.

The 9340 includes a built-in guidance package and is fully Isobus compatible, which means it’s TIM (Tractor Implement Management) ready. A fold-out cooling package and easy access to filters make maintenance chores a little easier.

The tractors’ appearance is the result of styling developed in collaboration with the design studio Italdesign Giugiaro.

As well, for those who want to look under that stylish hood, no heavy straining is necessary. A button in the cab lifts it with ease.

RELATED GUIDES:

• 2025 High-Horsepower Tractor Guide
• 2024 High-Horsepower Tractor Guide
• 2023 High-Horsepower Tractor Guide
• 2022 High-Horsepower Tractor Guide
• 2020 High-Horsepower Tractor Guide

The post 2026 High-Horsepower Tractor Guide – What’s new for 300-plus-horsepower tractors appeared first on Grainews.

In addition, already authorized fuel for those engines also includes renewable (HVO) up to 100 per cent (RD100).

Stage V Deere engines operated within the European Union can use up to B8 biodiesel.

All Deere Tier 3/Stage III A and lower-tier engines are approved for biodiesel blends up to B100. And all John Deere spark-ignition turf and utility equipment is approved for E10 ethanol blends.

“At John Deere, we’re committed to supporting and growing the use of renewable fuels in our equipment,” Pierre Guyot, senior vice-president for John Deere Power Systems, said in a press release.

“We believe strongly in the role that renewable fuels play in supporting the agriculture economy and are excited to offer our customers — including those who grow the very crops used to make renewable fuels — the opportunity to leverage higher blends of fuels like biodiesel in their own equipment.”

Although there has been uncertainty around the proposed U.S. biofuel policy — as there has been in nearly all recent policy statements from the current U.S. administration — there seems to be growing global optimism for the use of biofuels.

An increase in biofuel production here could help offset the negative effect of the current punitive Chinese tariff on Canadian canola.

China has also placed punishing tariffs on U.S. soybeans, choking off demand. Increased domestic biofuel production along with proposed U.S. limits on importing foreign fuel stocks could also help to offset the economic impacts of tariffs for U.S. farmers.

Whether tariffs remain in place and continue to put downward pressure on commodity prices or not, Deere said it will continue to pursue more environment-friendly fuel alternatives.

Deere says it’s exploring the use of higher ethanol blends in future gasoline engines, including the development of a concept 9.0-litre ethanol engine that runs on E98, which it displayed at Agritechnica in Germany in 2023.

Deere claims that ethanol engine produces up to 40 per cent less greenhouse gas emissions than a conventional gasoline engine.

Deere highlighted the new increased biodiesel compatibility for Tier 4 engines at this year’s U.S. Farm Progress Show in Illinois in August, by running all its ride-and-drive equipment on that fuel.

It’s all part of a sustainability initiative the brand announced in 2023, which targets developing low- and no-carbon power alternatives by 2030.

Deere also aims to increase the use of recyclable and sustainable materials in its production. An example of that was the 2022 announcement of a joint effort with Ford that produced a concept Gator, which used components made from renewable, recycled and recyclable materials such as soybeans, flax fibre, sugar cane, hemp fibre, bottles and even fishing nets.

In its 2023 business impact report, Deere said up to 93 per cent of its newest H Series log skidders could be recycled or remanufactured.

The post Deere’s Tier 4 engines get B30 upgrade appeared first on Grainews.

But it proved to be a disaster for the brand.

The tractors were available with either a 223-cubic inch gasoline or a 242-cubic inch diesel engine — but the Select-O-Speed powershift transmission behind those engines was the tractors’ early downfall, although it was a groundbreaking innovation for the time.

The powershift transmission, which, some asserted, was rushed into production too early in the design process, was prone to failure. It was initially introduced as a feature on the smaller 100 Series models in 1959 and became a key selling feature of the new 6000 when it was introduced.

Because there were so many mechanical failures so early after the tractors’ introduction, in an unheard-of move, Ford recalled all 6000s and rebuilt them, re-releasing them in 1963, now wearing a blue-and-white paint scheme.

The updated 6000s were renamed the 6000 Commanders. The new name and paint colour was likely an attempt to distance the updated tractors from the failure-prone originals.

Failure of the Select-O-Speed was due in part to its inability to handle the amount of horsepower the tractors produced, according to several historical sources. That might explain why the 1961 Nebraska Tractor Test Lab shows the 1961 original 6000 test for the diesel model rated the tractor at 66 horsepower. The later 1963 Commander test rated it at just over 62.

The re-engineered Commanders remained in production until 1967.

The Commander models also included the Powr-Stor hydraulic system, which was unique and a short-lived engineering concept that wouldn’t see widespread use in Ford’s tractors. It had a closed-centre pump and a gas-filled accumulator mounted behind that heavy grille. It allowed the system to accumulate a lot of high-pressure oil for fast response no matter what speed the engine was running at. And it offered the ability to briefly use the system in a limited way without the engine running.

Retail price for a 6000 Commander in 1967 was US$4,900, according to one source. That would put it around Cdn$45,000 today, not accounting for the the exchange rate, which was closer to par at the time.

Years ago I had a chance to spend a day with William (Bill) Wileman, who owned and still used two 6000 Commanders on his farm near Russell, Man. He had both a gas and diesel model. We spent time together looking at and operating the rare tractors.

The gas model he owned was initially purchased as a parts donor to supply a transmission output shaft that he couldn’t source to repair the diesel model.

Eventually, however, a replacement shaft was found and both 6000s were put to use on the farm. But Bill found he had to repair the Select-O-Speed transmissions on both tractors.

The Commanders would shift smoothly through the gears on the move. However, the tractors would jerk noticeably when shifted from fourth to fifth gear, a quirk of the transmission’s design.

Bill also noted the top road speed differed between his gas and diesel versions. Top speed on the diesel was rated at 18.7 m.p.h. — but Bill found he could only get about 10 m.p.h. out of his gas model.

As for servicing his 6000s, Bill said one frustrating design feature was that the engine fan belts had to go around the shaft off the front of the engine that drove the hydraulic pump. Changing the belts became a big job as a result.

One positive thing about the 6000 Commanders, according to Bill, was that they were pretty easy on fuel, partly because the engine could be run at lower r.p.m. with the Select-O-Speed transmissions.

The Ford 6000 and 6000 Commanders make an interesting footnote in engineering history as tractor technology has evolved through the decades.

The post An innovative flop: Remembering the Ford 6000 tractor appeared first on Grainews.

Start with the basics.

First, check the oil. You’re looking for any kind of condensation or grey material on the dipstick or underneath the filler lid. That would be an indication of water, moisture or coolant in the engine, which could be very serious. If there is coolant in there, it could damage the main bearings.

Moisture could come from a pin hole in a cylinder sleeve due to cavitation, a failure of the O-ring at the bottom of the sleeve or a head gasket leak.

Once you know what things look like inside the crankcase, look at what the engine has been breathing in. If it’s been sucking dirt, there is likely serious trouble ahead. Ideally, the primary air filter should trap nearly all the contaminants, and everything behind it should be very clean.

Pull the air cleaner cover off and take a look at the secondary engine air filter, just to make sure everything looks fresh, clean, bright and new. Often there will be a date stamp on the inner filter, indicating when it was last changed — a good indicator of the level of maintenance a machine was given.

Move on to the coolant, check the level and make sure there’s no indication of oil. Usually with coolant, oil will float to the top if the engine hasn’t been running. It’ll be evident in the overflow bottle or under the rad cap.

That problem is an indicator of a crack in the oil cooler, which forces higher-pressure oil into the lower-pressure cooling system.

(P.S. — Hopefully no one needs to be reminded of this, but make sure the engine is cold when you remove the radiator cap.)

Start it up

Once the preliminaries are done, it’s time to start the engine up and see how it runs. Observe how long it takes for the r.p.m. to level out. Does it run rough? Is it missing on one or two cylinders? How long does it crank over before firing?

On electronic engines, extended cranking can be an indication of some type of sensor failure, such as a crank position sensor; on older engines, it’s likely due to low compression.

READ MORE: How to diagnose a no-start problem

An infrared non-contact thermometer will help provide a clearer picture of what’s happening inside the cylinders when the engine is running. Use it to check the temperature along the exhaust manifold at each cylinder.

There should be fairly even temperature growth along the manifold. The number one and six cylinders might have a temperature of 180 F. As you get closer to the turbo, the temperature will increase. Cylinder exhaust manifold ports should heat up relatively evenly, within 15 or 20 F of each other. If they don’t, there may be a faulty injector or low compression on one cylinder.

Watching for exhaust smoke can also provide some useful clues — but what smoke indicates often depends on the age of the engine.

Older equipment usually puffs out lots of smoke when there is an internal problem. White smoke could be an indication of coolant loss or improper timing. Older tractors will smoke a light blue when they’re cold. Black smoke will be an indication of over-fuelling or restricted air. Grey or hazy would usually indicate some type of oil burnoff.

On newer Tier 4A and B engines, after 15 or 20 seconds you’ll see a bright white smoke, which is actually steam. That’s just from the injection of diesel exhaust fluid (DEF). It’s common and will clear up as the engine warms up.

Check the crankcase ventilation tube on older engines for indications of blow-by, which would point to cylinder failure or compression loss. But that’s not possible on newer engines, which recycle crankcase ventilation back into the engine.

READ MORE: New or used?

Don’t forget to check the dashboard on newer machines for warning lights and fault icons.

Finally, if you can speak to the owner, find out about the maintenance history of the machine. Keeping up to scheduled work on newer diesels is more important now than it ever was.

Mechanics advise that the biggest imperative on new engines is maintenance. If manufacturers say change the coolant every five years or 2,000 hours, they mean it — whereas on an old engine, it wasn’t as important.

The post How to evaluate a diesel engine appeared first on Grainews.

“It’s a solution that delivers power in the same way in combustion engines, but uses none of the fossil fuels,” says JCB CEO Lord Bamford.

JCB says it put together a team of 100 engineers over the last two years for the purpose of designing a new internal combustion engine (ICE) from the ground up to burn hydrogen.

“This is not a conversion — this is brand new combustion technology,” says Ryan Ballard, engineering director, powertrain at JCB. “We’ve had to look at almost every facet of the engine, and we’ve completely engineered it to run on hydrogen. The components are familiar and common. The big difference is the fuel. We inject it into the engine. We lower the pressure and temperature, and that gives us a clean burn and a zero-emission product.”

JCB has had two working prototype machines with the hydrogen engine running at its test facility. The company has also developed a refuelling tanker system to deliver fuel to the job site in the same way a fuel truck would deliver diesel fuel. The process of refilling a hydrogen machine is very similar to refilling one powered by propane.

As part of its R&D process, the company says it has now built 50 hydrogen engines and they have proven they can deliver the same power as a comparable diesel engine.

But JCB isn’t the only company developing a hydrogen-fuelled internal combustion engine. Other equipment brands, as well as automakers such as Toyota, have made no secret of their work on developing hydrogen as a fuel to power conventional ICE drivelines.

“We continue to partner with our engine provider, which is FPT, around hydrogen,” said Marc Kermisch, chief digital information officer and interim chief technology and quality officer at CNH Industrial, which is the parent company of Case IH and New Holland. “They continue to make investments in hydrogen for their truck and bus vehicles. And we’re working with them on how that can trickle down (to ag equipment).”

In the past decade, CNH had developed a concept hydrogen fuel-cell tractor, which it showed at two consecutive Agritechnica machinery shows in Germany. Unlike ICE drivelines, fuel-cell systems convert hydrogen to electricity to power all-electric drivelines.

“Our biggest challenge on hydrogen at the time we released that tractor at Agritechnica was supply,” Kermisch adds. “The cost of hydrogen was higher than diesel.”

However, there are new emerging technologies that promise to significantly improve the efficiency of hydrogen production, reducing future production costs. And even the current cost of “green hydrogen” (that is, hydrogen produced with alkaline electrolyzers) is already cheaper than natural gas in several European countries, according to data from BloombergNEF.

According to at least one report, the cost of hydrogen could fall to as little as roughly a quarter of its current price by 2030. And with the kind of stable production system required to produce hydrogen for fuel, it could offer much less price volatility than gasoline or diesel does today.

The ability to adapt ICE technology to hydrogen makes it a promising alternative to conventional diesel engine drivetrains, and this also makes it easier to retrofit to current equipment designs than the previous attempts at hydrogen fuel-cell technology.

“In the early days, we believed the only technology available to us was the fuel cell,” said Tim Burnhope, chief innovation and growth officer at JCB. “So we got on and made a fuel-cell prototype 20-ton excavator. We started to understand the complex challenge of putting a fuel cell in a piece of construction equipment. Construction equipment machines need energy quickly, whereas fuel cells were better suited to a more gentle environment. We started to realize fuel cells maybe weren’t too good for response. They were too expensive and too complicated for the market we serve.”

JCB claims its commitment to reducing emissions from its conventional diesel engines goes back almost 25 years. The company says the latest versions have already delivered a 97 per cent reduction in NOx (nitrogen oxide and nitrogen dioxide) emissions and a 98 per cent reduction in particulates since 1999. Today, JCB’s diesel-powered machines also emit 50 per cent less carbon dioxide compared with those manufactured as recently as 2010. But it’s clear everyone in all automotive and equipment sectors believes there is still a need to go further to meet global emission reduction initiatives.

Says JCB’s Bamford, “We’re proving daily that hydrogen does work, that it’s a clean, renewable, transportable fuel, capable of delivering the power our industry needs quickly and efficiently without the carbon. We’re working towards a hydrogen future with zero emissions.”

While the company wanted to reveal its hydrogen internal combustion engine to the public and announce its zero-emissions future plans based on hydrogen, it hasn’t yet released any detailed specifications on the engine or provided a date when it will go into commercial production. Stay tuned for developments.

The post JCB debuts a hydrogen-fuelled motor appeared first on Grainews.

Many firms have idled operations in Russia after it invaded Ukraine last week, resulting in powerful Western sanctions.

Cummins has an office in Moscow. In 2006, Cummins entered an agreement with Russian truck maker Kamaz Inc. to produce engines for the company’s fleet of trucks, buses and other heavy machinery.

Cummins did not respond to a request for comment on its relationship with Kamaz, which is 47 per cent owned by Russian state conglomerate Rostec and supplies parts to Russian military vehicles.

Shares of Cummins were down 0.6 per cent in late afternoon trading, in line with Wall Street’s main indexes as investors digested the sanctions against Russia.

Russia’s invasion of Ukraine was the biggest attack on a European state since the Second World War. Russia calls its actions in Ukraine a “special operation.”

Other U.S. manufacturers including Deere and Co. and Caterpillar have distribution and manufacturing facilities in Russia. Deere, the world’s largest farm equipment maker, opened a manufacturing and parts distribution plant near Moscow in 2010. It was the company’s largest single investment in more than 100 years of doing business in Russia.

Deere didn’t specify how its business will be impacted, but said in an emailed statement it will “fully abide by U.S. and international sanctions.”

Caterpillar did not respond to a request for comment.

— Reporting for Reuters by Bianca Flowers.

The post Engine maker Cummins says expects ‘some impact’ in Russia appeared first on Grainews.

Ahead of Monday’s federal election, the party released a climate action plan dubbed “Mission: Possible” that would ban the use of internal combustion engines in commuter vehicles including cars, buses and trains by 2030, in favour of electric power.

But while researchers “focus on developing better storage devices and new and more robust electric motors, some heavy-duty industrial machinery — fishing, mining and forestry equipment, for example — will need to rely on biofuels,” the party said in a release. Fuel switching to biodiesel “will be required for agricultural, fishing and forestry equipment.”

The party emphasized it supports creation of biofuels from “waste plant matter from forests and agriculture” and would promote development of “local, small-scale biodiesel production, primarily relying on used vegetable fat from restaurants across Canada with wood and agricultural waste.”

“Food should power people, not vehicles,” party leader Elizabeth May said in a release. “Producing biofuels from waste is efficient and relatively clean, but producing them from crops that could feed Canadians is immoral.

“To create and operate new, renewable industries, we will rely on some heavy equipment that, for the moment, relies on liquid fuel and combustion. We can use biofuel as a less environmentally harmful alternative, but we cannot grow crops for fuel while Canadians go hungry.”

The party didn’t offer up specific numbers on Canada’s current use of crops in biofuels, but a 2018 National Research Council review of biofuel policy in Canada — citing Statistics Canada and U.S. Department of Agriculture data — estimated that in 2016, about 24.6 per cent of Canada’s grain corn, 5.2 per cent of its soybeans, three per cent of its wheat and 2.8 per cent of its canola production went to use as ethanol and biodiesel feedstock.

Rebuilding soils

Agriculture policies in the Greens’ broader pre-election platform for 2019 focus on Canada becoming a “world leader in reversing climate change through regenerative agriculture practices.”

The party said it would implement national standards for reducing the use of nitrogen fertilizers in crop agriculture as well as “reducing erosion and rebuilding soils to retain carbon, and transitioning away from industrial livestock production.”

As well, it would ban neonicotinoid pesticides and “support farmers in shifting to alternatives.” The Greens would also ban all “forestry and cosmetic” uses of glyphosate herbicides “as well as their use as a pre-harvest desiccant.”

It also pledged to put up $2.5 million per year for a land and quota trust program and farming apprenticeship programs “to expand local small-scale agriculture and help new farmers get started.”

The party also said it would adopt animal welfare legislation “to prevent inhumane treatment of farm animals including in intensive factory farming operations. This will set minimum standards of treatment and have a timetable for phasing out intensive factory farming and other inhumane animal husbandry practices.”

The Greens also propose setting a target to replace a third of Canada’s food imports with domestic production, increasing regional food self-reliance, including through rooftop and community gardens, urban food production systems, re-establishing infrastructure for local food production in canneries, slaughterhouses and other value-added food processing and “protect(ing) supply management systems while allowing production for local markets outside this system.”

‘Realities’

While pre-election polls point to the Greens capturing less than 10 per cent of the popular vote, any gains they make in seat count in the House of Commons might add weight to their policy preferences in a minority government scenario.

However, an analysis Friday of the various parties’ platform planks relating to agriculture, the Alberta Wheat and Barley Commissions said “many statements in the (Greens’ platform) indicate that the party is out of touch with the realities of modern agriculture.”

The commissions said the party ignores the “improvements and voluntary adoption of technology (which have) contributed to an increase in the environmental sustainability of modern crop production practices (and) disregards the economic value” of ag production for export.

The commissions said their analysis found the Conservative platform “responsive to what may be considered some of the key priorities for farmers” while the Liberals’ platform speaks mainly to “initiatives that have been started and will continue on if the Liberals should re-form government.”

The New Democrats’ platform, meanwhile,”lacks a clear direction for ensuring the economic sustainability of the agricultural industry in the longer term” but the commissions noted it was “the only platform to explicitly mention action on mental health issues as related to agriculture.” –– Glacier FarmMedia Network

The post Grains, oilseeds not included in Greens’ plans for biofuel appeared first on Grainews.

It takes four things to make a bang inside engine cylinders: fuel, air, spark and compression.

First, it’s easy to ensure you have spark. An inexpensive in-line spark tester inserted between a spark plug and lead wire will show if electricity is getting to the plugs. If you don’t have one of these gadgets, remove one spark plug and set it down on the engine so it grounds. Then crank the engine over and watch for a spark. Removing the plug isn’t always as good an indicator as using that in-line tester tool I mentioned, because creating a spark inside a pressurized cylinder is more difficult and requires a stronger current than in the regular atmosphere. (The tool compensates for that.) So a weak current may cause the plug to fire outside the engine but not inside the cylinder. But if that’s the best you can do, do it.

If that checks out, make sure you have fuel at the carb inlet. If there is a clear-bodied fuel filter on the line near the carb, fuel should be visible inside it. If not, you’ll have to crack the fuel line at the carb inlet and see if there is fuel there. But be careful doing this, it will leak out fuel if the pump is supplying it; and you don’t want to burn the shop down.

On those carbs with a pump to aid in rapid acceleration, you may be able to just look down the barrel and have someone pump the pedal to see if fuel squirts out. If it does, there’s fuel in the float bowl.

Also, check for restrictions at the air filter. Remember vehicles that sit unused for a while seem to attract mice, who love to build nests in the most unusual places.

If all of those things seem to be OK and rebuilding carb still doesn’t get the engine running right, you may want to do a compression test on the engine cylinders to ensure there isn’t a more serious engine problem at play.

The post Finding the source when you have engine problems appeared first on Grainews.

There are companies that manufacture new carbs, designed to work for a variety of applications (think Edelbrock or Holley for example); however, you’ll need to know your engine’s CFM (cubic feet per minute) requirements in order to pick the right one.

Just because an alternative carb will bolt onto the manifold and the diameter of the air horn looks right, it doesn’t mean it’s right for the job. It needs to be rated for the correct CFM of air intake and have the right size jets to supply a correct air-fuel mixture for the entire operating range of the engine.

• Read more: How to overhaul your own carburetor
• Read more: Carburetion. It’s all about the air to fuel ratio

To determine the engine’s CFM requirements, you’ll need to do a little math. This will determine the size of carb adequate to provide enough air flow for 100 per cent volumetric engine efficiency. Here is the formula to use when figuring that out.

CFM = (cubic inch displacement x maximum r.p.m.) divided by 3456

For example, here is how that equation works for a 350 cubic inch engine with a maximum r.p.m. of 4,500:

(350 x 4,500) divided by 3456 = 455.72 CFM

If you only know the displacement of an engine in litres, multiply that number by 1,000 to get cubic centimetres, then divide by 16.39 to convert to cubic inches. For example, a five litre (5,000 CC) engine converts to cubic inches this way:

5,000 CCs divided by 16.39 = 305 cubic inches.

The post How to pick a replacement carb appeared first on Grainews.

No matter which way air flows through it, a carb must blend that air with fuel to create an explosive vapour. The ratio of atomized fuel to air is essential in creating the correct blend, allowing the engine to run properly. Liquid gasoline won’t ignite properly or at all in the cylinders. If there is too little air, the mixture is said to be “lean.” Too much fuel creates a “rich” mixture.

• Read more: How to overhaul your own carburetor
• Read more: How to pick a replacement carb

Strictly speaking, a “Lambda” fuel ratio (14.7:1 air to fuel) is required for a complete fuel burn. But engines run best on varying ratios depending on their operating speeds. For example, a richer mixture is required for starting, because fuel doesn’t vaporize well in a cold engine and the speed of air moving into the cylinders is relatively slow. Closing the choke valve on a carb creates that rich condition and allows the fuel-air blend to lean back out as the engine reaches operating temperature.

The post Carburetion. It’s all about the air to fuel ratio appeared first on Grainews.