A TALL, THIN tractor riding on 42in welded rear rims. So tall that a short driver can only just reach the door handle on the revamped 6000-series cab. No sign of designer styling outside unless you count four little cab-top lamps; just a stark chimney for the exhaust, a narrow nose and skinny, steep steps with a big fuel tank wrapped round them. Second heaviest after the Fendt.
Inside it’s different. A laid-back makeover brings a fresh instrument pack, electric mirrors, push-button pto switches, a now-smoothly integrated Datatronic II pod and a neat little CVT armrest joystick. Generally more upmarket materials than before (apart from flimsy lids and a poor-fitting column shroud), and seemingly better screwed together than the old cab’s… until both CVT minor control knobs fell off.
Access from both doors is OK if you don’t mind a squeeze to the narrow right-hand steps, and the prospect is pretty good: The Datatronic II box breaks the offside sight line, but visibility is otherwise OK, with those smallish but electric (and heated) mirrors simply adjusted from your seat. And the sculpted armrest with its dinky CVT lever and other vital bits is the proper job.
Can’t all be good. The big doors are hard to close and their interior handles are too far away. Stowage is limited, air flow is only at head level, an awkwardly-placed rear window bracer makes it hard to see the lift arm ends over all their travel. Ergonomically, the hand throttle and the often-used minor CVT controls should be closer to the driver. And while bringing in implement controls looks easy, mounting them will be harder and power can come from only three places.
The DLG’s measured 75.2dB(A) noise maximum seems less in practice. The motor’s friendly low hum undercuts older MFs and stays pretty much the same across the band, only gaining some lower tones in hard, mid-rpm draftwork. The transmission is not so placid, whining in transport and griping like an arthritic grandfather at low speeds.
There is no seat safety switch. Potentially that’s a big omission with this tractor, as the exposed CVT joystick is easy to knock if leaving by the offside door.
On fuel use, the 6.6-litre Sisu stutters. Specific consumption at the pto trails the rest at rated speed. And the MF is well adrift at maximum drawbar power, around which arable operations often happen. Yet its six-point pto average is good.
Lift capacity is disproportionately low at the bottom of the arm”s range, but still betters 6t. Only one moan, then: The main depth control rotary would be more comfortable in the head of the armrest.
The electro-valves are worked from a neat joystick, set safely low in the armrest. Flows and timers can be set either from the dashboard’s eye-screwing display or through Datatronic II, though how to do either is not obvious. The mechanical spools are reasonably placed and come with sensible barrel locks. Outlets for all are angled out for easier coupling and not buried between the back wheels. Overall, MF has done a reasonable job.
Diff locks, 4wd
Steering, suspension and brakes
Cab and front axle suspension work behind the scenes to kill bounce and deliver a largely comfortable ride. Cab springing runs on air from an electric compressor and has two settings, though there is little to choose between them. Unlike Fendt’s equivalent it does not self-adjust according to load.
Wheel-locking power can be called up through a resistive, slightly squashy pedal whose return springs are too heavy for comfort. Independent operation is spongy yet delivers the goods.
Bonnet fixings aside, there is much to like in this Massey. Some luxury kit, improved build quality (at least in principle), low noise, a good engine, effective suspension. Sadly, the CVT – the prime reason to buy a Dyna-VT – is hobbled by its control software and opaque operating logic.