New Holland over view

New Holland over view

All information was supplied by Cowan Bros New Holland dealers Eglinton C.o L Derry.
The nineties were hugely significant in tractor development. Technology started to soar with the introduction of electronic gears, linkage controls, push button PTO engagement to name but a few.
Here we take a look at New Hollands development through the nineties and up to the present day.

40 series 1991-99
In 1990, ford was enjoying much success with it’s range of tractors. The 10 series tractors sold in vast numbers in Europe and after the introduction of the companies super Q cab and their compact six cylinder 7810 100hp tractor they were a force to be reckoned with. This range was phased out in 1991 to make way for the new 40 series range, which although introduced in 91, it was 92 before they started to make their way onto dealers forecourts.
The range was mostly new from the ground up apart from a few well proven components. When released the range consisted of the 5640 (4cyl 75hp), 6640 (4cyl 85hp), 7740 (4cyl turbo 95hp), 7840 (6cyl 100hp), 8240 (6cyl 110hp) and the range topping 8340 (6cyl 120hp)
The early 40 series tractors are instantly recognisable by their white cab roof. Linkage could be specified as either manual or electronic on all models except the 8240 and 8320 which came with electrics lift as standard. Incidentally the electronic versions also had a manual lever which had to be pushed down past the fully down position to activate the external linkage controls. Continuously starting the tractor with the manual lever in the external position could cause the lift to become troublesome and need re-calibration to sort it out.
Gearbox options were SL 12/12with four gears and three ranges and a mechanical shuttle lever. SL/DP 24/24 which was the same as the SL box but had the addition of a button activated splitter on the gear stick which doubled the number of gears. SLE 16/16 which had two gears with four power shift steps in each and two ranges and a manual shuttle lever.
Gear changes on these models are known to be jumpy and its worth noting that on these tractors the solenoids which control the gearbox are internal so replacement mean as if may be trying to hide a s the gearbox needs to be opened.
The front axle was supplied by Carrero and is fairly trouble free. Just perform the usual checks for wear. At the back end, the four cylinder models share the same as the 7840 where as the 8240 and 8340 had a heavier design though it was possible to specify a 7840 with the heavier option. This can be checked by looking at the hub plates that the wheel studs go through. on the lighter back end this plate is around 7/8 of an inch and 1 1/4 inches on the heavier model.
The Power Star engines are known to be virtually bullet proof. Mechanic John Devine says its normal to see a 40 series tractor breath from the breather pipe and is nothing to worry about unless it’s considered to be excessive. John indeed states that if parked up over night after being worked hard it’s not unusual to see up to 10 drips of oil under the breather pipe. He mentions that there is a kit available from a TS model to cure this but it’s really nothing to worry about. Caution is advised if buying a tractor with this kit fitted as it may be trying to hide a deeper problem. Alternatively it may be that a meticulous owner just wanted to prevent the drips so its a case of buyer beware.
In 1994 New Holland changed the engine on the 8340 from 120hp straight six to 125hp turbo’d six cylinder both known to be reliable. Alot of 7840’s have been fitted with a turbo charger bringing them up to the same power as a 8340 but it’s worth noting that the 7840 had a 6.6 litre engine while the 8240 and 8340 had a 7.5 litre engine and so are less strained while working.
In 1993 ford changed the 40 series to feature a clutchless shuttle lever on the SLE gear box’s activated by a clutch button on the right hand shuttle lever. The solenoids were also moved to a position outside the gear box housing for easier access should anything go wrong. The gear box’s on SL and SLE’s were also changed from being linkage operated to cable operated for smoother shifting.
In 1995 ford changed the roof top from white to blue. Other changes at this time were the front axle being changed to a Fiat design, a slightly different dash and also slightly different interior.
1996 saw more changes as the merger with Ford and New Holland took hold. All tractors were now badged with the New Holland name up the bonnet and the NH leaf on the front cowling. The rear mudguards changed from tin to more durable plastic. The electronic hitch also changed to a three way rocker switch to alternate between manual, electric and external lift controls. The cad mounted hand rail now ran from the bottom from the top of the cab instead of half way up as on earlier models. The work lights also moved onto the handrail instead of cab mounted as before. It has been known for some earlier blue roof models to be badged as the New Holland models so check the above details to confirm a tractors age. Dynamic ride control also became an option at this time, giving cushioning to heavy rear mounted implements. These tractors have a lock in position on the electronic lift dial symbolised with a padlock.
The 8240 was dropped from the range in late 96 / early 97 and so are hard to find in New Holland spec.
Some things to watch out for are the swing out pick up hitch which wore badly. These can be re-bushed but it’s also known for them to be welded solid to drop only. Some tractors have Dromone hitches fitted which are known for their robust design and are a bonus on any prospective buy. On 8340’s it has been known for the “dumbbell” gear in the gear box to chip teeth during heavy transport work. This is hard to spot when only one tooth chips but when a second tooth inevitably goes a distinct noise will appear. Sumps nearly always leak a bit but will never come to any harm.

35 / L series 1996-2000
Introduced in 1996 the 35 / L series were available as a lower spec option to the four cylinder 40 series, perhaps more suited to the livestock sector.
The series was available in either Ford blue as the 35 series, or in Fiat brown as the L series. Both tractors are identical in all but colour.
The line up included the 4635/L60 with a 3cyl 60hp engine, 4835/L65 (4cyl 65hp), 5635/l75 (4cyl 75hp), 6635/L85 (4cyl T 85hp) and the range topping 7635 (4cyl T 95hp).
These tractors were the replacement for the Fiat 94 series and were indeed 95% 94 series based. The engine is the same as the 94 series has and is as such indestructible.
Gear box options were 12/12 four gears in three ranges with a manual left hand shuttle lever and 24/12 which gave the addition of two clutchless power shifts in all forward gears but was not available in reverse. All tractors have a dry clutch and dry PTO clutch as standard with electronically activated PTO optional.
The front axle is the same as on previous Fiats as well as post 1995 40 series tractors and is well proven. As alot of these tractors were fitted with loaders as new, check the front axle for wear as livestock farmers are notoriously afraid of grease. All wearing parts are replaceable at reasonable money.
Brakes are known to wear well, but if a tractor has been working on worn brakes for a long time, the filters can block resulting in the hydraulic pump burning out. These pumps should easily last 5-6000 hours but are cheap to replace at around £115. All 35 series tractors were optional with creeper gears. Ground drive was also an option on the Fiat derived back axle, something not available on any 40 series tractors.
The gearbox wasn’t the most user friendly and so could suffered if abused by heavy handed operators. Check that all gears engage as they should so there’s no synchro damage.
Simple operation, Fiat reliability and sloping front bonnet made these tractors very appealing to the livestock sector and as such are plentiful on the second hand market although some arable operators may find the lack of sophistication limiting.

TL series 1999-03
The TL series was launched in late 99 as the replacement for the 35 series. All tractors could be specified in the brown or blue colour scheme but brown models are scarce in the UK and IRE. The three cylinder model was dropped and so the range looked like this. TL70 (4cyl 70hp), TL80 (4cyl 80hp) TL 90 (3cyl T 90hp and the TL 100 (4cyl T 100hp)
This series of tractors is quiet similar to the 35 series and has the same robust Fiat engine. Gear box options are also the same with 12/12 all manual gears and left hand reverse lever, and 24/24 option. This differed firm the previous series in that both high and low power shift was available in reverse as well as the forward gears. This model also had the manual left hand reverse lever but had a hydraulic clutch. Cowan Bros report never having the gearbox out of a TL tractor, surely a testament to durability.
Another difference was the relocation of the exhaust from the bonnet to the left hand cab A post. These tractors all had a manual lift in the UK and Ire. An electronic version was made but never sold here.
All axles and drivetrain remained the same as well as the cab from the 35 series. If it ain’t broke!

TLA Series 2003-07
The TLA range of tractors replaced the TL models. The main difference was that the long serving Fiat engine was replaced with a Cummins engine to meet with tier 3 legislation.
The range included the TL70A (4cyl 70hp), TL80A (4cyl 80hp), TL90A (4Cyl T 90hp) and the TL100A (4cyl T 100hp).
As with the 35 and TL series, the TLA range was built in New Hollands factory in Italy.
Gear box options remained the same with 12/12 manual or 24/24 power shuttle hydraulic option. On the TLA tractors the power shuttle gear box could now be calibrated from the tractor seat instead of needing a laptop as with TL’s.
Differences include the exhaust switching to the right hand side of the cab and a different cab lay out. Electronic linkage was available as an option for the first time on this size of tractor and is described as being simple and reliable.
The dashboard on these models was also considered to be the brain and as such simple dash niggles could stop the tractor working altogether.
Back-end is as the previous models with up to 3 double acting spool valves available. Also on the list of options was ground drive PTO and creeper gears.

60 series 1996-2000.
Back to the six cylinder models now with the 60 Series which could also be specified in Fiat colours as the M series. The line up included the 8160/M100 (6cyl 100hp), 8260/M115 (6cyl 110hp), 8360/M135 (6cyl T 135hp) and the 8560/M160 (6cyl T 160hp).
Three transmission options were available. Classics 24/12 with five gears in four ranges all manual with a right hand manual shuttle lever. Dual command 24/12 with four gears with a splitter in each, three ranges and power shuttle as standard. Range command 18/6 semi power shift with three ranges and six gears in each range. A clutch button on the back of the drive stick (gear stick) had to be pushed along with the gear up thumb button to change between ranges. When reverse was selected medium range was selected automatically hence only six reverse gears.
The Fiat front axle was the same on the 8160 and 8260, as was the Fiat based back end. The 8360 had bigger front and back axles to cope with the rise in torque. The 8560 shared the same front axle as the 8360 but had a heavier duty back end with bigger reduction gears in the axle housing.
The open center hydraulics on the 60 series were the same as that used on F series Fiats and was well proven. Closed center hydraulics were an option bring oil flow up from 42/ltr/min to 75 ltr/min.
The rear linkage was also the same as the F series Fiats bar the pick up hitch which was the swing back type used on the 40 series and was prone to premature wear. This can be re-bushed at a cost.
The cab is essentially the same as the 40 series and has a roomy feel about it.
In 1999 some changes were made to the 60/M series. Bigger mirrors came as standard as did dynamic front mudguards which stopped turning at the side of the engine and allowed the wheels to turn at a greater angle allowing tighter turns. Leak off bottles had to be provided by law to catch any drips from the spool valve couplings. Instead of two batteries on pre 99 tractors, the newer models had only one bigger battery. The wheel rims also changed from the old 8 lug design to a solid design. The air conditioning panel was also upgraded at this time.
These tractors are still very popular with owners and users alike, the only draw back being that the synchros on the gear box do wear. These are relatively simple to change as the gear box doesn’t have to be opened to gain access. Clutch packs on D/C and P/C models do wear out but as Cowan Bros point out they are cheaper to replace than the dry clutch on the Classic models and usually last longer.

TM Series 2000-07

The TM range ran fro 2000-2007 and in this time there were plenty of changes to complicate things.
The range initially consisted of the TM125 (115hp), 135 (125hp), 150 (140hp) and TM165 (150hp).
In 2002 the models were updated to the Tm120 (125hp), 130 (131hp), 140 (144hp), 155(155hp) 175 (177hp) and 190 (194hp).
These tractors shared the same engine as the 60 series and the same Classics, Dual Command and Range Command gearbox options, but for the introduction of Power Command in 2003, full power shift gearbox.
These tractors were the first to offer New Hollands Super Steer front axle, which turns the front axle as well as the wheels, and Terraglide front axle suspension. Only one of the front axle choices could be specified at a time as the Super steer couldn’t be fitted with front axle suspension and vice versa. Cab suspension was standard on R/C and P/C models but those fitted with Classic or Dual Command gear box’s could not have cab suspension as they had mechanical gear changes. Classic models were also denied the option of front axle suspension. Classic gear box’ could only be specified up as far as the TM 140, and only the TM 140 upwards could avail of the Power Command gear box option.. The TM 175 and 190 could only be got with the Power Command option.
On the gear box front, early TM models from 2001-2003 had problems with the synchronisers on the range command box causing them to rip going into C range but this should all have been modified by now. Later Tm 155’s were fitted with a new wiring loom which left gear changes quite jumpy. New software down loads are available from New Holland to smooth the changes. Power Command gear box’s can be a little jumpy changing from 6-7th and 12-13th gears as an extra clutch pack has to be used to change these gears.
The Tm175 and 190 were an all new design and are known as the long wheel base models as the are 4 1/2 inches longer than the rest of the series. These were the first New Hollands to
offer electronic engine management.
The newer TM’s 03- differed in that they had inter-coolers fitted to the engine to comply with Tier 3 emissions and are recognisable by the mesh vent on the front of the bonnet. The battery had to be moved to make way for the inter-cooler and was now situated above the right hand diesel tank.
New Holland abandoned the premature wearing pick up hitch for a drop down only hitch with hydraulics push out available as an option. These had fewer moving parts than the swing out type and are far more robust.
50kph gearbox’s were an option on the LWB models which were fitted with brakes in the front hubs as well as hydraulically powered heavier back brakes to handle the extra momentum.
Early LWB TM’s went through a phase of NH modifications including soft wear upgrades to the engine and gear box to smooth operation. Brake master cylinders were also upgraded. It’s fair to say that the early LWB models did have a few teething problems, but these should all have been sorted out by now. By the end of production all niggles were well and truly sorted out making these models highly sought after on the second hand market. The Power Command gear box is known to zap a bit of power on transport applications as each clutch pack takes 5hp to drive and the Power Command gear box has nine of them. On PTO and heavy draught work these are defiantly top performers.
As for the shorter wheel base models, these are hugely popular and can command premium second hand prices. Most components are the same as those used in the 60 series and even the older Fiat F series tractors and as such are well tested and proven. Again clutch packs are wearing items on the R/C and P/C gear box’s but are cheaper to replace, and in most cases can outlast a dry clutch on a classic model. In my opinion the pluses of these automatic gear box’s far out weigh any of the wear issues that may arise.

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2 Responses to “New Holland over view”

  1. Robert Black Says:

    Thank you, has been usefull information.

  2. neil ironside Says:

    i have a tm 120 , but she wont move in c range
    intermittently , anyone know what this could be?

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