Remember the issue of wheel spin versus tractive force. (controversial) A rubber tire provides its highest force to the ground (not pavement) with a certain amount of slip, based on a variety of variables. This slippage might be 4-5% the number is not important, and varies some in the same field. Every bit of slippage is wasted energy. Adding weight to prevent wheel slippage can reduce the slippage to near zero. This increases the efficiency and increases the compaction of soil. If the engine power is directed through gears that are strong enough to withstand running the tractor at maximum torque with no wheel spin in the lowest gear, with no wheel spin, all is well. If the owner/operator increases the engine power, the drive train becomes vulnerable to excessive wear or breakage. When tracks (rubber or steel) are used, the slippage can be near eliminated, but in both cases the drive efficiency is reduced by the .complexity and friction of the components. All manufacturers know this. There are in fact pieces of equipment sold with warnings not to use full engine power in lower gears/ratios. Wheel spinout can be considered a mechanical fuse for the drive train. An example of a "fail" in this topic are the Farmall 460 and 560 as delivered on their introduction. The final drives were slightly modified versions of the Farmall 350 and 450 tractors, and suffered bearing failures from tillage use. IHC recalled them for upgrades. The whole topic is a branching tree of variables dedicated to successful farming, reliability, efficiency bragging rights, profits, and sales. Best of luck in your efforts, From a University Prof. Jim
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Today's Featured Article - History of the Nuffield Tractor - by Anthony West. The Nuffield tractor story started in early 1945. The British government still reeling from the effects of the war on the economy, approached the Nuffield organization to see if they would design and build an "ALL NEW" British built wheeled tractor, suitable for both British and world farming.
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