JOHN DEERE 6930

[Franc1]

Afinden , las cosas ya las he ido puniendo , pero como veo que la gente las encuentra normales , pues que te voy a decir , que normalmente vayan saliendo , no?""Esta semana en profi viene un test de largo recorrido del 7530 en un
contratista, cerca de las 5000 horas en tres años y los normal, dos Egr,
un colector de escape, algun sensor de temperatura, y no se decian algo
de contaminacion de los frenos, mi ingles es pesimo y no llegaba a mas.""Esto que pone Deeregar , tiene varios problemas , el primero que es la revista Profi ,está ampliamente catalogada como Fendista , el segundo es el tratar de averías normales rotura de valbulas , colectores y sensores  , lo de los frenos no tenia ni idea , pero creo que de normal no tiene nada .Esas averías llegan antes de las 5000 h y mucho antes , con 1600 ya pasaron repetidas veces por mi ex JD  .Las que caen al rededor de las 5000 h si has ido con cuidado de no pasarte de temperaturas muchas veces , son las de roturas de radiadores y juntas de culata , que son normales , NO? Esto lo digo por los **30 que hay por aquí , con la peculiaridad que poca gente se entera y si preguntas a los propietarios como va el tractor , la respuesta es , "si bien  alguna cosilla , pero no como el tuyo  , no"Saludos
Franc12010-04-18 12:56:59

[Deeregar]

Este es el articulo de profi sobre el modelo probado, abajo del todo estan las averias que ha tenido, valvulas egr, escalerilla de acceso cabina, guardabarros pivotante, colector, sensores varios. Hace silo, ara 1000 ha anuales etc. Y como no comprendo muy bien el ingles, tampoco puedo decir mucho mas que yo entienda del texto. Es lo que hay para bien o para mal, pero vamos este es de los que recibe cera a diario y en averias no se si sera normal o no. Trabajar trabaja.Profi sera calificada de Fendista, pero si un tractor consume lo dice, si es economico lo dice, si es un petardo lo dice, y si lo tiene que poner por las nubes tb, porque el  en el otro articulo del 820 greentec le da palos por todos sitios en comparacion con la version normal diesel.Mid-weight muscleThis month it’s a two-year-old JohnDeere 7530 that comes under scrutiny inour long-term test. In its short life oursubject tractor has already clocked over5,300hrs, working as a front-line primemover for a silage/cereals contractor.When launched in 2007, John Deere’s160hp 7430 and 175hp 7530 filled theboots that were vacated when the firmdiscontinued production of its popular160hp 7710 and 175hp 7810 in 2003.Weighing in at 6.7t, the two new modelsoffered an ideal compromise in betweenthe green giant’s heavier US-built 7730,7830 and 7930 and its smaller 6030-seriestractors built at Mannheim, Germany. Theback-end used components from 6030and 7030 machines, while the transaxlewas hooked out of the old 7010 parts bin.This was then mated with a modern 6.8-litre electronically governed, common-railPowerTech unit, dropped into a stretchedversion of the chassis employed on JD’smass-market 6000-series.For many, the 7530 represents the idealcontractor’s machine: light and nimbleenough that it can travel in most conditionswithout burning excess juice; butflexing enough muscle and bulk that tractionand power are rarely an issue for thetype of jobs that a tractor of this size islikely to take on.Our test crew runs three 7530 models: a2007 example with 20F x 20R AutoQuadmechanical gearbox (the subject in questionhere), another of the same vintagewith stepless AutoPowr transmission; and,last up, a 2009 machine, also with a CVTbox. Other tractors in the line-up includea 120hp JD 6430 and a 130hp 6630 plus a117hp New Holland T6030 hired in forbusy spells.So, why opt for a John Deere7530? Up until its arrivalour hosts had stuck withmachines up around the150hp-160hp mark. AClaas Ares 816 and JohnDeere 6920S handled mosttasks relatively comfortably,but with more and more workcoming the company’s way it decided that extra muscle was to raise output and improve man-machineefficiency.Claas was firmly in the picture, with excellentdealer back-up making the Germanbrand a front-runner. However, previousexperience with the Ares brought that intoquestion. Admittedly, when it was newthe 816’s price clinched the deal, beingabout £14,000 cheaper than an equivalentDeere. But three years on and with 6,500hours on the clock, the lower initial pricetag was reflected in its resale value.In addition, although comfortable withfour-point cab suspension, the 816 wasn’tfavoured by operators for long hours inthe seat. Most within the team prefer thefleet’s Deeres for their fatigue-easinggadgetry such as the maker's automatedHeadland Management System (HMS).The owner wasn’t that great an 816 fan,either. The brakes broke up at around the4,000-hour mark, which he admits couldbe considered acceptable given the timecontractors’ machines spend on the road.However, sorting the brakes cost £4,000.And to make matters worse, shortly afterwardsthe transmission shuttle pack hadto be replaced as a result of brake contaminationin the back-end oil. A further£5,000 bill duly landed on the contractor’sdoor mat.A 7t tractor rated at 175hp and capable of boosting to just shy of200hp – it sounds like the ideal mid-weight workhorse. But doesJohn Deere’s 7530 live up to its impressive on-paper billing?Nick Fone takes a look at the long-term performance of a tractorthat, three years ago, plugged a glaring gap in the John Deereline-up and has since gone on to enjoy significant sales successIt was these experiences that put theslow-depreciating John Deeres back inthe frame. At the time, however, the greenchoice was limited for the contractor’sparticular needs. Our test crew needed a180hp+ tractor capable of handling a sixfurrowplough or 6m power-harrow drillcombination. In addition, it was felt thata machine with a bigger back-end andbeefier brakes would be better suited tothe company’s demanding workload.But weight, agility and fuel use were anissue. Small farms with small fields predominatein our host’s customer base, sohefty kit isn’t an option. Farmers tend toprovide diesel in this region, which meansit’s also important that machines aren’tunnecessarily thirsty.Back then Deere had nothing to offer thatmatched this not uncommon criteria, soit was over to Claas. At the time the Germanfirm had its Axion in pre-productiontesting and offered a machine to our host.Keen as he was to try out a model that onpaper looked ideal, concerns over guineapigreliability were an issue, especially ashe was expected to pay full whack for atractor still in prototype form.Then rumours started to circulate of anew John Deere tractor range in the pipelinethat would bridge the gap betweenthe company’s smaller European 6000sand larger American 7000s. As soon asthe 7530’s existence was confirmed, ourtest operator put his name down for one,based on his experiences of Deere’s 7000-and 6020-series tractors. But investing ina machine without even the chance of ademo was to have repercussions later.Spec-wise, things were kept pretty simple:Deere’s time-proven five-speed manualAutoQuad 50km/hr box with four-stepsemi-powershift and four cable-operatedspool valves. Luxuries stretched to climatecontrol plus cab- and front suspension. A3.5t capacity Laforge front linkage and710mm wide rear rubber rounded off thepackage.In October 2007 our test subject arrivedon farm, but immediately proved somethingof a disappointment: it couldn’t lifta six-furrow plough – the very thing it hadbeen bought to do. The 7530 was swappedover to a five-furrow, which it handledwith ease.Having previously spent life aboard theAres 816, our test user was pleased withhis new steed. Its longer wheelbase madeit well-balanced and comfortable. HMSalso helped in reducing fatigue but, at thesame time, prompted a regret: electronicspool valves should have been on thespec list, as integrating hydraulic functionsinto the auto turnaround procedurewould have made an even bigger impacton easing the workload. So, early disappointmentsaside, how has the test unitperformed over the past three years?Engine - gutsy motorFor our fleet operator, the 7530’s 6.8-litrePowertech six-pot is pretty much a knownentity, with previous tractors in the lineupemploying the same block.Generally the motor is liked for its pullingpower and low-end torque characteristics.The version in the test tractor is nodifferent – it is reckoned to be one of themore gutsy and yet frugal performersemployed in this operation. Ploughing at300mm depth, the tractor uses about 25litres/ha. That figure is only an estimatebecause, even though the 7530’s CommandCentercomputer is praised for itsfuel use readout, it only provides a spotratemeasurement rather than an averagestat. More fuel consumption figures forthe 7530 can be found in the February2009 magazine when it came under ourtractor test spotlight.The tractor’s thriftiness improves for lesspower-hungry operations. When workingwith a hedgecutter, it consumes about 6.5litres/hour – a real bonus given that ourtest machine spends most of the winter inthis role. Turning up on farm with what isoften viewed as a big tractor can be hardto justify for lighter ag work, particularlywhen the customer is supplying the diesel;with constant fuel use monitoring,this is no longer a problem.Reliability is clearly a major issue for acontracting gang that is in action 360 daysa year and, even though the 7530 is yet tohave a day off, the extra gadgetry thatDeere has had to add to the engine hasproved problematical. In its efforts to conformwith emissions rules, the companyfirst introduced common-rail fuel injectionand four-valve cylinder heads. Beingable to electronically govern injectiontiming did much to improve the clean,green credentials of the engine, but it waswhen Stage 3a legislation came onto thehorizon that things became trickier. A variable-output turbo appeared, along withcooled exhaust gas recirculation (EGR),and that’s where our test pilots have hadtrouble.To produce a cleaner burn, a proportionof the Deere's exhaust gases are cooledand then diverted back into the air intakestream, and to do this there is a valvesituated in the exhaust manifold. But, ofcourse, as with anything at the dirty endof an engine, it tends to get plasteredwith soot.Eventually the valve becomes so coked upthat it can no longer properly open/shut,and then throws up an error code on thedashboard. Fortunately this doesn’t stopthe tractor but manifests itself in the tractorburning excess fuel and blowing blacksmoke out of the exhaust stack. It is anissue that reared its head three times inthe first 4,000 hours.Deere has acknowledged the problem,and the local dealer is quick to send outreplacement valves. It’s now becoming abit of a bore, though.The problem seems to be at its worstwhen the tractor isn’t required to run flatout. So with the hedgetrimmer and maizedrill only needing the engine to idle alongat 1,000-1,100rpm, it only takes a weekbefore the Deere dash starts to blink andanother valve is required.Interestingly, the AutoPowr-equipped7530 suffers this problem to a greaterextent than the tractor with the mechanicalAutoQuad gearbox. It is thought thatthe reason for this is that the softwaregoverning the stepless transmission constantlyaims to minimise revs (and up thetransmission ratios) when they're notneeded as a means of reducing fuel use.Consequently, the CVT tractor cokes upquicker than our test subject. Deere saysthe problem has been sorted with a newvalve, which performs its own cleaningcycle to prevent carbon build-up.It is with the engine exhaust system thatthe 7530’s other major mechanical issuehas arisen. To extract up to 200hp out ofthe 6.8-litre engine, Deere had fitted abigger turbocharger than previously used.Consequently after just 700 hours’ use,the exhaust manifold cracked, unable tosupport the weight of this bigger blower.It was replaced under warranty, but some1,200 hours later the fracture re-occurredand this time a heavier duty manifoldtook its place – problem sorted.Transmission - mechanicalsimplicityKnown for simplicity and reliability, JohnDeere’s PowrQuad and AutoQuad gearboxesstill score highly with operators,even if manual shifting is now a rarity ontractors of this size and specification.Our test operator specifically requested a50km/hr AutoQuad Plus box on this basisand remains pleased with his choice. Itwill easily outpull its AutoPowr stablemateand regularly does so carting grainand silage in the hilly area that our hostcovers. The four-step powershift is feltto provide more than enough clutchlessspeed changes for fieldwork, and there isplenty of overlap in the five main ranges.That said, the owner would like to seemore CVTs on the fleet for the potentialextra productivity they can offer. Nonetheless,the mechanical box is well-liked,simple and rarely goes wrong, comparedwith the stepless transmission where reliabilityis a worry.At the rear, the three-speed pto is saidto be slightly limiting. With 540 Eco, 1,000and 1,000 Eco speeds, most applicationsare covered except when there is a needfor high revs and high oil flow, such aswhen lifting root crops. In such instancesa standard 540rpm speed would be a realbonus. To answer this criticism, a 540/540Eco/1,000rpm is now on offer.The 110-litres/min load-sensing hydraulicsystem is reckoned to provide morethan enough oil flow for most tasks thatthis tractor tackles. As we heard earlier,it’s something of a regret not ordering itwith electronic spools, as timing and flowadjustment are felt to be features thatwould help on the automation front ineasing operator workload. In addition, itis a chore having to hang out of the backwindow to tweak the mechanical oil flowtaps.On the reliability front, things have beenfine with the exception of the spool connectorsthemselves. After 3,000 hours’work they became awkward to couple up,started to leak and had to be replaced –at £120 apiece.And there have been similar niggles withthe rear linkage. Early on, the drop-rodturnbuckle adjusters seized and at 400hours started to split. It became obviousthat this was as a result of the upwardsforce a plough generates on the linkagein work.They were both changed then, and havesince been replaced again. In a similarvein, the clevis bracket that hosts the toplink disintegrated after 1,100 hours’ work,as did the top link’s hook-end. The dealer’sanswer? Turn down draft sensitivityso that the linkage isn’t adjusting to loadas frequently.Our test pilot would like to see an integratedfront hitch with external controlsoffered on the Deere options list, but asyet nothing has been forthcoming. Alltractors on the fleet are equipped withfront linkages, with each of them carryinga design from a different linkage manufacturer.Our test tractor has a 3.5t Laforgeset-up, but it is Opico’s He-Va packagethat has found greatest favour for its neatnessand integration around the chassis.Cab and controlsFor a fleet dominated by green machines,the 7530’s cabin holds very few surprises.Having had the experience of the NewHolland T6030’s four-post cab and wideswingdoors, our host would have gonefor this option on the Deere had it beenavailable at the time.Considered to be compact for this size oftractor, the real frustration comes in thelack of cab storage,with very little roomfor a lunch bag ortools. So, aware ofthe potential healthand safety implicationsof transportinghefty tools, pins andchains loose in thecab, our fleet operatorhas removed theredundant offsidecab steps from histractors and replacedthem with a largelockable cabinet.Located in the righthandconsole, theCommandCenterterminal takes careof a variety of tractorfunctions, from arearecording to switchingon work lightsand beacons.But there’s a downside to this complexity.The electronic sophistication of thesemodern Deeres is such that it’s no longerpossible to fit an extra beacon or lightswithout a dealer technician and his laptop.The extra draw that all the additionalelectrical kit creates puts the computer ina spin, so it has to be told that the voltagedrop is not a malfunction and there is noneed to start flashing up error codes onthe dash. On a practical level this is notliked, because of the extra cost and downtimeof calling out a fitter to deal withissues that would havepreviously been sortedin the farm workshop.Once familiar, though,the in-cab computer issaid to be a good setup.That said, there's afrustration that occurswhen trying to monitoracreages: it recordstotal area worked onthe basis of when thearms lift and lower. Asa result, for machinesthat lift in and out ofwork on the spools –like mowers – it isn’tpossible to record thearea covered. Deere’ssolution to this is to fita switch to the implementthat prompts thecomputer to start/stoprecording.Summary: Accordingto our contractor user,despite its niggles, theJD 7530 is felt to be byfar and away the besttractor on the firm’s fleet – and one of thebest available from any stable. Its powerto-weight ratio is reckoned to be nigh-onperfect, its engine torquey and its transmissionreliable. All three 7530s on thefleet have had more warranty claims thananyone would wish for, but none of themhave missed a day’s work.Our owner retains faith in the prancingdeer. There have been issues but, as faras he’s concerned, they were sorted andhe hasn’t lost money in downtime. Forthat reason alone, he’ll stay green untilthe day that the dealer can’t keep up.John Deere 7530 trabajos realizados hasta la fecha de la prueba (W cubierto en garantia) 50 horas   .......................  EGR Valve (W)(W = warranty work) 97 horas  ......................... Engine thermostat(W) 274 horas .........................EGR temperature sensor (W)  431 horas....................... Drop-rod turnbuckles (W) 702 horas ........................Exhaust manifold & new wiring loom (W)  900 horas ......................Gear-lever hand-grip (W)  1127 horas ....................Top link clevis (W)  1441horas .....................EGR Valve (W)  1621 hoas .....................Drop-rod turnbuckles (W)  1922 horas ..................... New modified exhaust manifold and wiring loom (W)   2210 horas   ................. Exhaust muffler box straps (W) 2400 horas   .................... Diesel tank straps (f. £21.99/r. £14.99)  3000 horas  ................... Linkage sensor £520.  3300 horas  ................... Spool connectors £90 each  3700 horas  ................... Front mudguard brackets (W)  4000 horas  .................... Gear-lever hand-grip (£68)   4200 horas ....................EGR Valve (W)   4700 horas  ...................Air-seat roller kit (£100 + 4hrs labour)   4900 horas .....................Rockshaft linkage (£140 x 2) and droprod  (£340.12 x 2)

[Arrape9060]

[QUOTE=Alfinden]Ala que os comento otra grata noticia, ya va otro 7430 al que le tienen que cambiar el sensor de presión del commonrail, como al mío, le han echado la culpa al gasóil.  Este no echa el gasóleo donde lo echo yo, así que es sospechoso.
Por otro lado, cuando me lo cambiaron a mí y me dijo que era culpa del gasóil, el filtro salió nuevo y mirando al New Holland TSA125 que estaba aparcado al lado le pregunté al mecánico... ¿y esa cosa azul con cuatro ruedas que se parece a un tractor y que lleva commonrail por que no le ha pasado nada?...[/QUOTE] eso que le pida por escrito al del taller que es por culpa de l gasoil que por aqui ya les costo las perras de un tractor nuevo por eso, lo llevo cepsa a juicio

[Sanitou]

mecagoendios pues si que ha tenido averias ese tractor...

[Cuervorojo]

Si no me equivoco lo maximo que aguanto fueron 600h de las 2400 a las 3000. 
 
 

[Chusoscar]

gente,yo no se si es asi en todos perocuando doy las largas se kitan las cortas!!!no deberian quedarse dadas a la vez que las largas?por lo menos en los coxes es asi...y en el 6820 creo que tb..

[Raul-406]

Depende si en la misma bombilla lleva cortas y largas (lámpara H4), o lleva faros de doble óptica y lleva una bombilla para cada cosa.

[Chusoscar]

pues lleva una bombilla para cada cosa....es peor este ultimo sistema no?alumbra menos!!!

[Dani_villabona]

a parte de lo que dice Raul, puede ser que los coche por los que hablas (que juntan la luz corta con la larga) tengan sensor de luz?

[Chusoscar]

pues ni idea...lo que quiero decir es que los coches llevan faros independientes y que al encender las largas nmo se desconecta la bombilla d elas cortas y por lo tanto alumbra mas que es lo normal pero en el 6930 premium me fijao que al encender largas se apaga la bobilla de cortas....

[Raul-406]

No tiene nada que ver el sensor de luz Dani, el 406 mío es de los primeros coches en traerlo que se conozca, y te enciende cruce, pero a largas tienes que cambiar tú manualmente, y las cortas no se apagan.Las cortas se apagan en los bombillas H4, porque tienen los dos filamentos la misma bombillas y si encienden los dos a la vez no aguantaría la bombilla el calor y  estallarían.Sin duda es mejor faros de doble óptica.

[Dani_villabona]

[QUOTE=Raul-406]No tiene nada que ver el sensor de luz Dani, el 406 mío es de los primeros coches en traerlo que se conozca, y te enciende cruce, pero a largas tienes que cambiar tú manualmente, y las cortas no se apagan.Las cortas se apagan en los bombillas H4, porque tienen los dos filamentos la misma bombillas y si encienden los dos a la vez no aguantaría la bombilla el calor y  estallarían.Sin duda es mejor faros de doble óptica.[/QUOTE]


 
osea que eso depende de que traigan doble optica y no de que traigan sensor. seran mejores faros porque alumbran mas, pero cada poco tienes que estar cambiando las bombillas porque las quema pronto

[Raul-406]

Nah, no te creas, el 406 de mi padre tiene ya 10 años y no ha fundido una bombilla, en cambio yo con el mío llevo 2 años y me ha cepillado 3 H1 de las cortas, es según lo modorro que esté el coche.

[Horwar44]

hola amigos
una pregunta alos que tenemos un 6930 ¿ las luces delanteras os hacen sombras? pues para mi son pesimas y se me cansa mucho la vista soy yo que veo mal o es el tractor ? un saludo

[Horwar44]

http://img684.imageshack.us/img684/1838/6930.jpg
aqui una muestra del consumo medio del 6930 que para mi gusto gasta mucho , esta tomada pasando el semichisel

[Kiko23]

[QUOTE=Horwar44]http://img684.imageshack.us/img684/1838/6930.jpg
aqui una muestra del consumo medio del 6930 que para mi gusto gasta mucho , esta tomada pasando el semichisel[/QUOTE]
Howar4, yo soy el primero que reconozco que gasta mucho el tractor, pero bueno . . . . Probaste a bajar una velocidad? Yo suelo arar a 8 km y pico con un semichisel de 17 y se me pone entre 15 y 20 l. Si no corres mucho se le puede bajar algo el consumo.

[-jd-]

la EGR lo mejor es anularla no le quitas rendimiento al motor y te evitas problemas

[Moly66]

trabaja muy bajo de tenperatura yo hoy con mi 7530 pasando el chisel a los barbechos de segunda  se biene gastando sobre una media de 27 28 litros horas a 8 km horas

[Franc1]

Eso que te marca es el consumo instantáneo , la media es la que tienes que hacer tu al final del trabajo , ya que en las cabeceras se supone que gasta menos . Pero bueno , si he tenido un 6930 y gastan una barbaridad . Cuando lo compré me dijeron que los nuevos motores JD gastaban menos y como veis , eso no es cierto , gastan como antes o mas.Supongo que ese tractor no es autopower , ya que la temperatura del aceite la veo muy baja para que el potenciómetro esté tan alto o es que cuando hiciste la foto no hacia mucho que estabas trabajando.Es buena solución ir mas despacio para bajar el consumo , pero también haces menos hectáreas  , lo del consumo no tiene solución en JD , si trabajas consumes , si no quieres consumir tanto , cambia de tractor.Si anulas la EGR , el tractor no funciona.

[Sanitou]

La verdad esque es gastón... yo conozco más un 6630 pero es tan gaston como ese casi... y digo lo mismo, muy frio trabaja, se ve que hacía poco que empezaras a trabajar con el.