Since its 3000-series Fastrac bowed out of production in 2018, JCB has had a sizeable void in the middle of its tractor range.

But after five years of designing, engineering and testing, the long-awaited 6000-series has finally broken cover.

And it appears to have all the credentials customers were pining for.

See also: Tips for maintaining a JCB Fastrac 2170

Crucially, it retains the equal-wheel, four-wheel steer format of the popular 4000-series, as well as supple, self-levelling suspension.

But that’s about where the similarities end. For starters, the current dynasty of Agco Power engines and Fendt CVT transmissions – as used in the 4000s and 8000s – has been usurped.

In their place sit a 6.7-litre, six-cylinder from FPT (cue sobs from Cummins enthusiasts) and a stepless ZF gearbox – a combination that Claas has already put to effective use in its Axion 800.

That said, sufficient reengineering of the transmission has taken place in order for it to perform the way JCB’s engineers wanted that it’s been given its own Eccom 3.1 moniker.

For those pondering the reasons for the powertrain change, it was simply one of packaging.

In short, the new setup offered the best performance for the chassis space available.

How gutsy is it?

As for power, the 6000-series punches well above the 4000s, so much so that it encroaches well into the territory of the 306hp/348hp 8000s.

Buyers will get the option of two models – each mechanically identical – with the lesser 6260 tuned to deliver a max power of 284hp and 1,275Nm of torque, and the flagship 6300 offering 335hp/1,400Nm.

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Yes, the model numbering is at odds with the engine output, but JCB has modestly badged them with the power delivered at the pto rather than the flywheel.

If the 4000-series is anything to go by – virtually all examples sold in the UK are the range-topping 4220 – it would figure that the 6300 will dominate.

Nevertheless, the 6260 will appeal to some and avoids there being too big a jump from the 235hp 4220. 

What’s it like on the road?

A Fastrac has to excel on the road, which is why engineers have stuck with plush hydro-pneumatic suspension and ABS brakes, as well as giving it a top speed of 66kph that can be achieved legally in the UK.

This doesn’t quite match the 70kph of the 8000-series. But making it do so would have involved fitting a dual-circuit steering system that would have added additional bulk, complexity and expense.

In a departure from its usual dual-caliper disc brake setup, large single units are fitted on each corner, complete with electronic pad-wear indicators.

The idea is that they remove any resonance that can be unpleasant for the driver, while somehow delivering even greater braking force.

As an added bonus, the discs can be changed without having to remove the hubs, meaning a full brake refurb can be carried out in less than three hours.

How about in-field performance?

The challenge with the Fastrac has always been getting its in-field abilities to match its road-going prowess.

And the 6000 has plenty of tricks up its sleeve.

First off, it comes with the option of larger 38in rims, most of which will be shod with 650/60 R38 tyres or larger 710/55 R38s.

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Teaming these with a regular straight-sized chassis would have crippled the steering lock.

So, it has a sculpted cast steel front end instead, with indents for the tyres to tuck into.

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Another step to improve grip and reduce compaction is the option of a factory-fitted central tyre inflation system.

This is a single-line setup, routed through the heavy-duty Dana axles, and it exhausts stale, dirty air to the atmosphere during deflation, rather than pushing it back through the pipework.

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Weight is another factor, as well as its ability to take on additional ballast.

Unladen, it tips the scales at 11t (3.4t more than a 4000) and it can be pushed up to a maximum of 18t if required.

Any clever steering tricks?

An unexpected perk of the 4000’s twin-steer system was the ability to turn the front and rear axles independently; a fact that was exploited by retrofit twin-steer GPS setups.

JCB has taken this a stage further, fitting dual Novatel receivers in the cab roof that allow the tractor to perform this trick from the factory.

In addition, it can now engage a so-called “dog-walk” function that means the front and rear wheels run on fresh ground to avoid compaction and the formation of ruts.

Moving to the back-end, new cranked link arms can lift 11t and it can be fitted with up to six spools, or five, with two routed to the front linkage.

These come complete with pressure release levers and are supplied by either a single dedicated 210-litre/min pump or a dual 410-litre setup.

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What’s the cab like?

It’s essentially the same as the one used on the 4000, albeit with a restyled roof sporting LED work lights and upgraded ECUs to run the screens and control systems.

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These offer greater processing power and help the electrics wake up faster from slumber.

However, the addition of a new start/stop button will be a bigger contributor to cutting idle time.

This allows the engine to be shut down while leaving the displays and GPS systems fully active, so that work can resume immediately.

In addition, a timer can be set so that the engine will turn off automatically after a set period of inactivity.

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Verdict

Long gone are the days of the Fastrac being a haulage tool that will turn its hand to field work if it has to.

And the 6000 has taken this multitasking to a new level.

Power output is plentiful, big wheels and ballast give it ample grip and there’s a raft of technology to help boost its performance.

But it’s a high-end, premium tool – one that’s tailored to the needs of big farms, veg growers and contractors.

This is reflected in the cost. On-farm prices for a base-spec 6260 will likely dip below the £200,000 mark, but opt for a fully loaded 6300 and the outlay will be more like £265,000.