As one of the best-selling models from the most popular brand in the UK, few tractors dominate the farming landscape like John Deere’s 6155R.

Built from 2015 to 2021, it was the most powerful of the firm’s “mid-frame” six-cylinders, making it gutsy enough to tackle heavy cultivation work, yet sufficiently compact to pull a set of chain harrows if required.

See also: Driver’s view: John Deere 6120M PowrQuad tractor

Headline stats from its 6.8-litre engine include a max power of 171hp, which ramps up to 202hp with boost, and a max torque figure of 724Nm at 1,600rpm.

Unlike its 6150R predecessor, more draconian emissions rules forced a move to AdBlue for cleaning up exhaust gases.

However, by retaining an EGR system and a diesel particulate filter, use of the blue liquid was claimed to be lower than many rivals.

Several transmissions were on the table, from the simple semi-powershift PowrQuad and AutoQuad to the double-clutch DirectDrive and continuously variable ZF-built AutoPowr.

Ollie Raybould © James Andrews

Talking us through the 6155R’s highs and lows is Worcestershire farmer and fencing contractor Ollie Raybould, who works in partnership with dad, Simon, grandad, Peter, and younger brother, Ted.

Farming 325ha of mainly rented ground, they grow cereals and oilseed rape across just over half of the area and run 300 Texel ewes and 220 store cattle on the rest.

Why a John Deere 6155R?

For years we’d managed with four-cylinder tractors and had a succession of John Deere 6430s – I think eight in total.

They were hard to fault, but we needed a bit more power and grip for cultivation work so decided to make the move to six cylinders.

We’ve had John Deere tractors here for as long as I can remember, so we didn’t seriously consider going for another brand.

Plus, we like our local dealer, Tallis Amos, which means we’re reluctant to go elsewhere.

That said, one of the salesmen we get on really well with moved to Claas Western, so we have had Arions out on test more recently.

In general, I don’t think they’re as polished as a John Deere. However, Fastracs aside, I’d say they’re the most comfortable tractors I’ve ever driven.

The 6155R AutoQuad was our model of choice as it’s the biggest of the mid-frame six-cylinder tractors and has a simple transmission that anyone can use.

Ideally, we’d have gone for a new model, but the jump in price was a bit hard to stomach so we held out for a low hour second-hand machine.

This one soon came up, which had been with hire firm FG Rowland. It was getting on for three years old, had just 2,000 hours on the clock, and we bought it through Tallis Amos for £73,000.

Zuidberg front linkage © James Andrews

What extras did you opt for?

As it was second-hand, the spec had largely been decided for us.

Tyres were one of the good points – a decent set of Michelins (650s at the back and 540s at the front) – as were the electric spools which allow us to make better use of the iTec headland management.

But it didn’t have a front linkage which I needed to carry my Pro Fencer wire tensioner.

This is a heavy piece of kit, so rather than find a John Deere unit which only has a Cat 2 top link, I was advised to get a Zuidberg instead.

This is much tougher, which is particularly important when I’m tensioning a long run of wire. Such is the force required that it can lever the back of the tractor round.

The only downside is that fitting the diverter to run these required spacers to be added into the spool block, which has pushed it back slightly.

As a result, the pick-up lift rods can catch on the pipe release levers. Annoyingly, I’ve had one snap as a result, so I need to watch out when lifting to full height.

One thing the tractor is missing is autosteer and, unfortunately, it isn’t “steer ready” so we can’t easily add it.

We’ve looked into fitting a steering wheel motor, but it’s expensive and not as good as the integrated setups, so we’ve decided to leave it as is.

How has it performed?

It’s a gutsy tractor for its size with ample power for pulling our five-furrow Kuhn Multimaster plough and 3m Horsch Joker cultivator.

We’ve also been pleasantly surprised by the fuel use. Pulling the plough at 8kph only requires about 1,700rpm and it drinks about 18 litres/hour – our land is fairly light to be fair, but I still think it’s decent.

The compact size is another perk as it can turn its hand to any job on the farm, meaning we can get plenty of use out of it all year round.

Reliability has been good on the whole, with the only notable problems being a dodgy sensor and a failed turbo.

The sensor was the most painful of the two as it wasn’t a common fault.

As a result, it spent 11 weeks in Tallis Amos’ workshop while they tried to work out what was going on – all for a part that cost £60.

As for the turbo, this was replaced by Daniel Badger, who’s an independent mechanic we use for most of our servicing and repairs.

He managed to track down a good second-hand unit for just £400 – originally fitted to a 6930 – which is still working well.

This has made a massive difference to pulling power, although it’s hard to tell if it’s more than standard as the old one had been fizzling out for a while.

That said, when we hooked it to a dyno it was putting out 196hp, so no wonder it goes well.

Paint wears away from the tractor’s steps © James Andrews

What could be improved?

There are a few niggly things that we wish were better, one of the most annoying of which is the mirrors.

We’ve got a tight yard and have to drive down a lot of narrow lanes, so they get knocked fairly regularly.

When this happens, they invariably spring back into the door so you can’t open it, occasionally cracking the lens in the process. I’ve had to climb out of the back window on the odd occasion.

When it comes to replacing them, the top part costs an eye-watering £90 and the bottom isn’t much better, at £60.

The stock radio is also rubbish, so much so that I wear headphones all day, and I wish they’d come up with a way of making the paint stay on the steps.

I’ve had a go at respraying them with a rattle can, but it’s a temporary fix.

This last one isn’t really a grumble, but I’ve found the hydraulic cab suspension to be unremarkable. We don’t have it on our other 6Rs and they’re just as comfortable.

Snapped spool release lever © James Andrews

How long are you going to keep it?

Now that it’s clocked more than 5,000 hours we’re considering trading it in for newer model – possibly a 6R 185 if we can make the numbers stack up.

We don’t really need the extra power at the moment, but there’s no size penalty and it gives us scope to get some bigger kit in the future.

It’ll mean moving to an Autopowr transmission, which I’m keen to try. But it won’t be as user friendly for others to hop on and drive.

Likes and gripes

© James Andrews

Likes

• Plenty of power
• Spacious cab
• Good on fuel
• Handy size

Gripes

• Cab suspension could be better
• Mirrors cost a fortune
• Rubbish radio
• Poor paint on steps