John Deere 7530 AutoPowr on Test

February 11th, 2009 | Tags: , , ,

What was it about the trusty old JD 7810 that so endeared it to tractor drivers across Europe? Even though this former US-built product dropped off the Deere price list back in 2003, the 129kW/175hp mid-weight machine is still referred to with a certain degree of reverence. And as for its residuals? Well, just try buying a used 7810 in decent condition. ‘Join the queue’ best sums up the potential 7810 purchaser experience. If, on the other hand, the capital budget is capable of being stretched somewhat further, then the featured Deere 7530 is what most observers would regard as the 7810’s natural successor.
The Mannheimbuilt 7530 has the same rated power as the old 7810, albeit the 7530 boosting to significantly more, and the tractors’ kerb and gross vehicle weights are relatively similar, too. In terms of where it nestles in the current John Deere offering, the 7530 weighs in at about 1t lighter than the higher powered US-manufactured 7030 models, but is about 1t heavier than the 6030 series. The largest 6030 model, the mass-market 6930, is again capable of producing that magical 129kW/175hp (ECE R24 with IPM), so where does that leave our 7530? Bang in the middle. Lighter than a 7030, heavier than a 6030, the 7530 neatly fills the space in between and explains why this tractor has quickly become the second most popular John Deere seller on the UK market, albeit still some way behind the ‘top dog’ 6930 model. With all of the above in mind, we were naturally intrigued to find out how our AutoPowr-equipped 7530 model would perform at the DLG test station. Pretty well, as it turns out. A brief glance down the results sheet on page 15 shows nonboosted returns of 117.3kW pto output at 2,100rpm and a maximum of 132.5kW at 1,800rpm.
A torque rise of 44.7%, 33% speed drop and 139% start-off torque also rate as creditable stats. Generating this impressive test performance is a motor that bristles with all of the latest diesel-burning technology. The sixcylinder, 6.8-litre John Deere PowerTech Plus unit has a variable-geometry turbocharger, intercooling, external exhaust gas recirculation, common-rail fuel injection and four valves/cylinder. And on top of all that comes IPM (Intelligent Power Management) which, according to Deere, further hikes rated output up to 143kW/195hp (ECE R24) and max to 149kW/201hp when carrying out pto work at 2km/hr+ or on transport tasks at 15km/ hr+. At the DLG, the corresponding IPMboosted figures come in at 134.9kW rated and 141.2kW maximum at engine speed of 1,900rpm.
Other boosted stats are a torque rise of 25.9% and start-off torque of 121%. By any yardstick measure, these are excellent engine results and, not surprisingly, gain the motor a ‘++’ score on our test sheet. On fuel use, the engine struggles to match the top stats that it achieves for its other performance data. Even so, the returns are still no worse than the average for a tractor in this hp sector. And, to be fair, its Powermix rates are also 4% better than the average of all tractors tested to date. Overall on fuel use, then – not too bad. As previously mentioned, our test tractor was supplied with the 50km/hr version of Deere’s AutoPowr stepless box, although it’s worth pointing out that there’s still the option to specify a 40km/hr version and run at lower revs. Irrespective of the transmission variant selected, Deere’s CVT retains its easy-to-use character as well as now also benefiting from a number of improved internal settings. Over to the right of the driver’s seat, the ‘CommandCenter’ adds a new ‘Full auto’ function to the already established engine throttle options. This handy feature helps the engine control system to select the optimum mode relative to engine load – for example, automatically adjusting settings during pto work to maintain the selected engine rpm. We have two little grumbles with the box settings. First up, even though the transmission boasts a cruise control function, there is no facility to retrieve a cruising speed to match the current engine rpm. Secondly, we reckon John Deere needs to provide a speed memory for the hand throttle although, to be fair, it is possible to dial in a maximum engine rpm into the display unit. Back on the spec positive, the ‘brake with clutch function’ is genuinely useful. As the JD operator steps on both brake pedals, the tractor reduces its forward speed but with the driveline still engaged – until he presses the pedals all the way down, at which point the drive is disengaged. For shunting, this transmission feature really comes into its own.
Also accessed via the CommandCenter are the tractor’s linkage settings. Niggle here is that the operator has to hit a couple of buttons to set the drop rate – select, confirm, set. Flipside is that we like the fact that the mechanical ELC position control has an adjustable stop and there’s also a quick-lift control. A factory-installed front linkage is not available. On actual measured lift capacity, the DLG 7530 test results show strong continuous lift powers in the middle and top of the arc but only average at the bottom. The tractor would certainly benefit from being given a little more muscle in that lower lift area, but it’s not a major issue. No complaints with the hydraulic spec on our test tractor: Seven spools – two are standard – and comprehensive time and flow setting options. At 35.1kW, output and flow are slightly above average. Our only moan in this department is that the little armrest switches are not that easy to operate. Around at the rear, the driver has access to 540E, 1,000 and 1,000E pto speeds, with the selected option appearing up on the CommandCenter but not on the dash. Running gear is equally modern, with the four-wheel drive and diff lock functions popping in and out in relation to forward speed. Not so modern, however, is John Deere’s decision to stick with its old foot button for diff lock engagement set-up. A mystery, that. As for braking, the 50km/hr 7530 models come, as always, with the welcome addition of multiplate anchors at the front end which, when combined with TLS Plus front suspension, deliver a reassuring ride.
On maneuverability, the 7530 feels relatively at home in and around the yard – and especially so for a 180hp+ sector machine. Test measurements reinforce this impression, returning a better than average 13.10m circle (600/65 R28 and 650/75 R38 tyres, 190/180cm track width and 269cm wheelbase). Then there’s the 7530’s weight – GVWR of 12.3t and a decent payload of 4,725kg. Yet rather more intriguing is that our kerb weight comes in at 7,675kg, a full tonne more than the figure quoted in Deere’s literature. No complaints with the John Deere cabin, which continues to exude its customary quality feel. It may not be the largest platform on the market, but it’s somehow just a pleasant place in which to spend those seemingly endless in-season hours. It’s bright, quiet – 73.3dB(A) test figure – and well laid out. Visibility is excellent, plus there are other welcome extra touches – climate control, telescopic and electrical just mirrors, and so on.
All in all, the John Deere tractor cab, despite its size, remains right up there with the best of the competition. Maintenance details are similarly creditable. Access to main points is not a major problem, the service intervals standard. Engine oil (19.5 litres) needs a change at 500 hours, while the 72 litres of gearbox and hydraulic lube can stay put for 1,500 hours. At 385 litres, the fuel tank should hold enough to keep the tractor hard at work for around 12 hours before requiring a top-up. Summary: The JD 7530’s combination of medium weight, boosted transport/pto output of around 200hp, CVT box and a comfy cab has made the tractor a big hit with contractors, but that’s not to say it doesn’t have its attractions for farmers, too. Indeed, it would seem to be ideally suited to its role as the natural successor to the still sought-after 7810. Only real test niggles of any note are that there’s still room for improvement on the fuel economy front, and the tractor would also benefit from extra lift capacity at the bottom end of its arc. Price? Well, the 7530 is no low-cost option in terms of the initial investment. Entry-level money may list at £80,973 for the base PowerQuad Plus version, but then this tag climbs sharply to £103,154 for our test spec – AutoPowr transmission, 50km/ hr, front/cab suspension and HMS headland management. MN/HW
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