Tractor Trends - Agritechnica 2025

Agritechnica 2025 is approaching, with numerous tractor innovations expected. Some manufacturers have already presented these innovations or registered them for the Agritechnica Innovation Award competition, while others are awaiting the November trade show. This trend report includes new developments that were known and approved for publication by mid-September 2025.

Internal combustion engines

Stage 5 emissions standards for non-road vehicles have been in effect for several years, and further tractor development is no longer driven as strongly by nitrogen oxide and particulate matter legislation as it was in the past.

Today, the focus is on reducing CO2 emissions and, consequently, on the use of alternative fuels. Many manufacturers have approved the powertrains of their current model series to run on RME (rapeseed methyl ester) and HVO (hydrogenated vegetable oil). These are "drop-in" fuels that can replace fossil diesel without any adjustments to engine and tank technology.

Behind the scenes, work is underway on the usability of other alternative fuels, such as ethanol or hydrogen. Like RME and HVO, ethanol is a liquid fuel, but its volumetric energy density of about 21 MJ/l is significantly lower than that of diesel (about 36 MJ/l).

Ethanol can be used in internal combustion engines that operate according to the Otto cycle with external ignition. This alcoholic fuel will likely be of particular interest to countries that can produce it from sugarcane or corn, such as Brazil.

A Case IH is introducing a Puma 240 tractor with a modified 6-cylinder engine for markets like these. The N67 unit is based on the NG (natural gas/methane) version, but has been modified in several areas to run on ethanol.

Engine peripherals

In the case of classic diesel engines, manufacturers are increasingly focusing their attention on the "peripherals." Several new tractor series equipped with automatic reversing fans will be presented at Agritechnica 2025.

There are also new developments in devices that can increase the drag torque of engines when going downhill in order to protect service brakes (continuously wear-free brakes).

In addition to the familiar "obstacle plate" and "narrowing of the flow cross-section for VTG chargers" options (VTG: Variable Speed ​​Turbine Geometry), the CNH also uses a decompression valve in its new large tractors developed in Europe. This technology, which uses an additional valve per cylinder, originates from the truck industry and allows compression pressure to be released at the end of the second stroke. As a result, the piston is pushed down with less force on the third stroke, which leads to significantly higher engine drag torques.

A Fendt also uses the VTG loader option on its new 700 (Gen7.1) and 800 (Gen5) series and also features a so-called "hydraulic auxiliary brake." The working hydraulic pump pumps oil against resistance, thus converting kinetic energy into thermal energy. This type of continuous brake has also been offered by SDF for several years.

Two years ago, Fendt introduced an automatic system for extracting dust from the engine air filter. Now, this system is being expanded to include the cabin air filter and is available for the new 800 Gen5 and 1000 Gen4 series. The revised 1000 series continues to use MAN's familiar D26 6-cylinder engine (12,4 liters displacement), but all models now feature Dynamic Performance (DP) with a power increase of up to 30 hp. Consequently, the top-of-the-line 1052 model reaches a maximum output of 550 hp.

Since not all implements are designed for such high power outputs, Fendt offers the new "AdaptivePower" function. This means that, on larger models, the power curves of smaller models can also be selected via the FendtONE terminal. This protects implements from overloading and also allows for lower fuel consumption (e.g., through more moderate acceleration during transport work).

Gearboxes and chassis

With the introduction of the new 500 series Fendt (Gen4), Fendt is once again extending the VarioDrive concept with permanent all-wheel drive up to 25 km/h and now offers this across the range in the 500, 600, 700, 800, 900 and 1000 series.

A CNH has developed its own continuously variable transmissions with hydrostatic-mechanical power split. The previous version with 2/1 forward/reverse ranges has been expanded to include a third forward (3/1) range for installation in the new T7 SWB models with short wheelbases. In addition, the larger CVT with 4/2 forward (F/R) ranges has been adapted to the higher power of the new large tractors.

A JCB is switching to ZF continuously variable gearboxes for its new Fastrac 6000 series and is also changing its engine supplier to FPT (both components were previously supplied by AGCO).

A AEBI Schmidt will be the first manufacturer to install the 'Line Traction Version 3' (LT3) drive concept. It was developed in collaboration with Müller in Bonndorf in a series production vehicle, the AEBI Terratrac hillside implement transporter.

With the LT3, not only the longitudinal differential (speed compensation between the two drive axles) commonly found in such vehicles can be dispensed with, but also the transverse differentials (speed compensation between the wheels on an axle). The drive shafts of all four wheels, therefore, always rotate at the same speed. In downstream planetary gearboxes, the power flow runs—as usual—from the sun pinion via the planetary carrier to the wheel hub. However, unlike conventional final drives, the toothed ring in the LT3 drive is not permanently connected to the axle housing, but is hydrostatically supported by a cam disc with external radial pistons.

When the Terratrac drives into a curve, the proportional valves integrated into the hydrostatic circuits (one per wheel) can be opened in a targeted manner, resulting in controlled counter-rotating rotation of the hollow wheels. This, in turn, results in a reduction in the speed of the planetary carrier and, therefore, the wheel speed. The wheel furthest from the curve always acts as the "master," meaning that the gear ring is fully supported. For the other ("slave") wheels, which travel shorter distances in curves, the proportional valves are opened until the respective target speeds are set depending on the steering angle, speed, and vehicle geometry (wheelbase and track).

The practical advantage is that each wheel is driven at the correct speed, even when turning. This improves traction, reduces turf damage, and increases safety when turning on slopes, where conventional drivetrains with differentials would require releasing the locks.

Great attention is also paid to the chassis. To take advantage of the benefits of modern radial tires, manufacturers are increasingly offering factory-installed tire pressure adjustment systems, including integrated solutions.

A Claas and McCormick also offer central lubrication systems for the front axles in their price lists for new large tractor models. At Claas, these can also be used to lubricate Terratrac track drives.

The new large tractors from CNH They now also feature independent suspension with disc brakes integrated into the center section of the chassis (similar to Fendt and John Deere) instead of a swing axle. The Advanced Vehicle Suspension system coordinates the suspension systems for the front wheels and cab with vibration damping at the rear linkage.

Hydraulics

In large tractors, the trend toward two completely separate hydraulic circuits, each with a variable displacement pump, continues. One circuit can be used, for example, to supply continuous consumers such as blower drives for air seeders, while the other circuit can be used to supply "sporadic" consumers such as chassis cylinders or track markers. To ensure sufficient hydraulic oil is available, tractor manufacturers are increasingly installing separate tanks, which also reduces the amount of dirt entering the gear oil.

Load-sensing (LS) hydraulic systems have been standard equipment on premium tractors for years. The 'Power Beyond' extension with P, R, and LS connections (pump/pressure line, return/tank, load-sensing) is also available to supply implements with their own valve blocks. This means fewer hydraulic lines need to be connected and the tractor's own directional control valves can be bypassed, leading to improved efficiency. LS systems are regulated according to a constant difference (approximately 25 bar) between the pump pressure and the highest load pressure applied to the directional control valves. The longer LS lines on the 'Power Beyond' affect this control variable, which can negatively impact the hydraulic functions of the implements (e.g., delayed response or erratic operation). Premium tractors are expected to be increasingly equipped with electronically controlled load-sensing systems (e-LS) in the future.

Na Fendt, these are already standard equipment on the 500 Gen4, 600, 700 Gen7.1 and 800 Gen5 series. Implement manufacturers are also expected to increasingly switch to e-LS, and the CLOTHING Fendt has already launched its first machine of this type, the "Keiler II RK22" potato harvester. However, using tractors and implements with e-LS still requires an LS hydraulic connection, and the advantages of purely electronic communication cannot be fully exploited. Therefore, Fendt and ROPA have jointly developed "e-LS connect," which allows load pressure signals to be exchanged between the tractor and implement purely digitally via ISOBUS, eliminating the need for an LS cable.

Electrification

Series of battery-powered tractors in the lower horsepower range are now available on the market, but a breakthrough is still some time away. A major obstacle is the high cost of batteries, which nearly double the selling price compared to comparable diesel models. Battery-electric tractors are expected to have lower variable costs, but there is currently no empirical data to suggest whether the higher investment costs can be offset in a TCO (total cost of ownership) analysis.

The Chinese manufacturer ZSHX Advanced Tractors aims to shake up the European market with the XEEVO E904i. It was designed from the ground up as a battery-powered tractor and is expected to cost only around €100.000. The drive concept features two electric motors arranged side by side. One is used for propulsion, the other to drive the rear PTO and work hydraulic pumps. Continuous and peak power outputs are 66 and 90 kW, respectively. The 105 kWh LFP battery is installed in the front half of the tractor chassis. It is designed for a charging/discharging capacity of 115 kW, which should allow for fast charging with DC current in one hour.

A John Deere will present a 96 kW (130 hp) battery-powered tractor at Agritechnica. This is based on a model platform that was also designed from the ground up for electric drive and autonomous driving technology. The latter is based on camera/LiDAR systems and purely electric "by-wire" control of steering, braking, and more. The E-Power models can be equipped with up to five 39 kWh NCM battery packs, resulting in a total gross capacity of 195 kWh. The voltage level is around 800 V, which is comparable to that of luxury cars and trucks. The e-axle is completely new and includes one electric motor each for the drive and rear PTO (continuous output of 96 kW/130 hp each). The drive system is single-stage, meaning no clutch-based range-changing is required.

Another electric motor is provided to drive the hydraulic work pump, which is initially still designed as a variable displacement pump. In addition to these three electric motors for the work drives, there are four more for on-demand drive of "peripheral components": the cooling fan, heating/ventilation/air conditioning, gearbox lubricating oil pump, and battery thermal management.

In addition to the standard version, the E-Power series will also be available in "Narrow," "Low Profile," and "High Crop" versions. This diversity, along with the entry of major manufacturer John Deere, which has reported strong sales in these segments in its domestic U.S. market for years, could finally give battery-electric tractors a boost.

Start-up companies ONOX e TADUS also remain active in the field of battery-powered tractors.

The first features a tractor concept with three electric motors: a 50 kW motor for propulsion and two with 35 kW of continuous power each for the front and rear PTOs. In addition to the integrated 20 kWh battery, 30 kWh spare batteries can be carried in the vehicle: in the front or rear three-point PTO, or on the side between the axles. At 48 V, the voltage level is quite low for this performance class, but it is below the 60 V high-voltage limit applicable to electric vehicles.

TADUS already presented a prototype electric tractor at Agritechnica 2023. It was based on a Systra system tractor and featured a propulsion concept with five electric motors: one each for the front and rear axles, one each for the front and rear PTOs, and one for the work hydraulic pump. At Agritechnica 2025, TADUS will announce a new 100 kW battery-electric tractor, which will again feature a "distributed propulsion architecture." Unfortunately, no further information is available at this time.

Tractor powertrains with high-power electronics are also being developed by manufacturers in Asia. TAFE of India submitted the study "EVX 75 Diesel Electric Hybrid Tractor" for the "Agritechnica Innovation Award". The performance values ​​of a classic tractor with 75 kW (100 hp) should be achieved with a 55 kW (75 hp) diesel engine, two electric motors and a 25 kWh EVX75 battery.

The Chinese manufacturer Zoomlion, on the other hand, is trying to position itself in the higher performance classes and is introducing an electrically driven rear axle-gearbox unit for tractors up to 400 hp. This comprises two coaxially arranged electric motors, which can be used separately or together for the propulsion system and rear PTO.

Cabin and assistance systems

There is a great deal of ongoing activity in the field of electronics and assistance systems.

A Claas has developed an "adaptive powertrain management system" for the new Axion large tractors. This system is based on several efficiency curves for the engine, gearbox, hydraulics, and auxiliary units, as well as an adaptive algorithm. With the "Auto Load Anticipation" subfunction, the system memorizes power requirements and load changes during the first trip to and from the field, for example, at the headland when lowering tillage implements. On subsequent trips, the tractor automatically adjusts engine speed and gear ratio before the load changes occur. This aims to prevent the well-known "choking" on the one hand and ensure that the required power is always delivered at operating points with optimal efficiency on the other.

A Deutz-fahr Deutz-Fahr will introduce the Advanced Driver Assistance System (ADAS) along with its new tractor series in the upper mid-size 6-cylinder class. The standard package includes familiar features found in cars and trucks: lane departure warning, turn assist, and object/person detection. With the "Advanced" add-on package, these can be expanded to include adaptive cruise control with collision warning and traffic sign recognition. Tractor-specific features must be taken into account in the assistance functions. These include the presence of front and rear implements on the tractor itself, driving on unmarked side roads, or closely following forage harvesters when harvesting corn fields. ADAS is based on a completely new electronic architecture and multiple sensor and camera systems. Deutz-Fahr aims to increase safety when driving on highways or maneuvering in the yard, while simultaneously creating the technical conditions for autonomous driving.

With "SmartLift2", which is being used for the first time in the new top-of-the-range Lintrac 160 LDrive model, Lindner aims to make working with front loaders more comfortable and efficient. When the system is turned on, 4-wheel steering is activated, steering behavior is adjusted, hydraulic characteristics are changed, and the power-split continuously variable gearbox control is optimized for responsive steering.

Assistance systems are increasingly being extended to trailers to increase safety during transport journeys. Several manufacturers now offer a "drag brake" function that detects the tractor's thrust when descending slopes or decelerating and automatically applies the trailer brakes with air brake pressure of up to approximately 2 bar. Automatic locking of rear steering axles at a certain driving speed is also becoming increasingly common.

By Roger J. Stirnimann, agricultural engineer, industrial engineer