CASE MX120
CASE MX120
This months test sees
Cases mid-range MX120
dissected by an expanded
team. Andrew Pearce and
David Cousins are joined by
Geert Hekkert, machinery
editor of Dutch weekly farm
journal Boerderij
WHILE spring 1997 was busy with its unremarked miracles, renewal of a different sort was going on in Doncaster. Engines from the States were meeting cabs and transmissions from France, fusing into Cases new-look Maxxum MX range.
With power from 100-135hp, the newcomers use reworked motors and gearboxes, but step clear of their predecessors in other areas. So the cab is fresh, the power unit is parted from the transmission and rubber-mounted in a frame, the wheelbase has grown and a bigger serving of microchips handles various control systems.
Conservative in looks, yet packing most of todays techno-features, the MX range carries Cases flag into the busiest market sector. The £49,000 MX120 brings a four-step powershift, clutchless shuttling, slip control and plenty of "extras" as standard. Does it have what it takes to win hearts, and more importantly, pockets?
Cab
Two wide-opening doors, an air seat and generous glass get the new office off to a flying start. The Case family identity is brought into the 90s, with good-size controls decorating a light grey side console and up front, a tidy digital dash banishing the dated previous layout.
Theres some clever cab detailing, like a guard on the offside steps to keep feet in and mud out, the use of (presumably) spring steel hinges on the two opening side windows, and the fitting of a vertical divider just behind the seat to keep pins, balls and other rollables where you put them. A lunch bag can also live in here, though other stowage is sadly confined to one cup holder and a skinny compartment in the seat back.
The rear window opens wide and flexes alarmingly. Two big grommets in the openings offside corner can bring in control cables, theres a couple of tapped holes in the front cab pillar for instrument brackets and a standard 12V Euro-socket alongside.
Working with the tractor brings the new cab into focus. Space is good for a six-footers legs and head, though column reach adjustment would complement its variable rake. Although that side-winding exhaust really cleans up the front vista, the bonnets broad, red shoulders and only token droop limit sight forward of the nose. View to the front wheels is good, side mudguard width wont worry most drivers and its easy to see into the hitch area. Big mirrors with plenty of adjustment are also handy.
Picking up a trailer could be easier. Despite a Dromone hitch that extends its hook hydraulically, tall operators still have to crane their neck to see round a fixed pto guard while shorties just have to hope. And the hitch release toggle is hidden uncomfortably low behind the seat.
So far then, some definite improvements over the oldies. But the biggest step forward has to be in cab noise. The MX is now competition-worryingly quiet; at least to the driver if not Silsoes meter, which registered a surprising 77dBA maximum in the three loudest gears. Thats significantly higher than the factorys claimed 72dBA, which is measured under EEC light load conditions – rated speed, 7.5kph and no added load.
But for the operator, even when the MX is pulling hard in the field, theres no problem – only a quiet rattle of protest from the transmission when revs drop under heavy load. The steering is silent, and the motor never even thinks about raising its voice beyond a background hum. At transport speed a hushed dentist-drill whistle from the rear end does creep in; open the back window and its loud, shut it and the volume is chopped enough not to set your teeth on edge.
With December snow flurrying around we were more than glad of generous heater/fan output. But we moaned about the lack of foot-level vents, and found an area alongside both mirrors where demist air couldnt reach.
Control layout is generally good. Big plus points on the side console are the way things arent squeezed up together, the no-fiddle pto controls, a stepped-height spool bank, and how the gearstick and hand throttle fall pretty much where you want them. Negatives are a foot throttle too close to the brakes for comfort and the lack of any settable stop for the hand throttle. And the linkage controls are really set too far back, with the minor system knobs living under a cheap-feeling plastic flap that falls shut when you need it open.
That flap was somehow symptomatic. After only 230 hours the test tractor was looking decidedly dog-eared in places. Given that it was a factory hack, some of the shortcomings – tatty soft panel linings at foot level, loose fittings, worn control markings – were understandable. But if the driver is to stay positive about the product over several thousand hours, cab fittings must feel good to use and stay that way.
Engine
The original 5.88-litre Case-Cummins motor has been reworked for stronger performance, say the makers. Wed agree; in fieldwork its good, despite the test MX weighing a distinctly porky 6520kg. Theres no break point in power delivery, no weakness and no smoke until low-rpm death starts waving his sickle; impressions confirmed by Silsoes dyno results.
These show 103.8hp at rated speed (2200rpm), which by 2000 revs rises to 109hp. Thus theres 5.3hp (5%) overpower on tap, along with a wider-than-claimed 550rpm constant power band. Both are handy, as extra power is available below 1000 shaft speed (2200 engine revs) to ward off load increases.
But the test tractors output fell short of the makers claimed maximum of 113hp at the pto, which Silsoe suggests reflects under-fuelling. Torque backup, though, was an excellent 43.7% (against 38% claimed), with maximum twist waiting comfortably far downrange at 1200rpm.
In work the turbocharged six cheerfully accepts up-shifts, holds its ground and keeps on lugging. If conditions allow it comes surging back, and pulled right down doesnt suddenly drop dead – confirmed by the way the torque curve plateaus around maximum rather than diving (see graph).
On the road the motor hangs in over a long climb, can shift a trailer from a junction without dropping too many gears, and is happy to pull from low revs in traffic. The rubber-mount system keeps the cab rumble- and tingle-free so your ears never suffer. In short, its a fine engine/cab combination.
Looking at fuel use suggests that tank capacity (265 litres or 58gal) will be good for at least 10.5 hours work at maximum power, showing big improvement on the old model. Specific consumptions (262gkW/hr at rated speed, 254gkW/hour at max power) are neither poor nor state-of-the-art.
Transmission
The old Maxxums 16×12 semi-powershift gearbox has persisted into the MX, with standard creeper set taking it to 32×24. Pattern is simple – four synchro gears on the main stick, then four powershift steps within each from a thumb switch in the lever grip. Only reverse travel selection is shown by dashboard light, not the gear in use or powershift step.
Its a proven box starting to show its age. The main stick puts up a notchy fight during shifts – easing this key control would help the driver and boost his perception of quality – and powershift changes arent from todays top drawer. Although up shifts are pretty good under load, down shifts are snatchy, and in both directions theres always an irritating "chack" as ratios swap. Case has gone some way to smoothing things out by building a soft-shift button into the main stick grip. This definitely helps but is recommended only for use under light load.
Seven gears in the 2.5-7.5mph (4-12kph) fieldwork range leave the box short by modern standards. Two more turn up in the creeper set, though their speeds fall very close to normal box ratios. And as range four is not available in reverse, using the creeper set for most field operations wont be too practical. Looking at the gap between main-stick gear, only numbers II and III overlap. This leaves a gap between I, 4th powershift and II, 1st powershift which root harvesters might find awkward.
Offsetting an unspectacular gearbox is a beaut of a clutchless shuttle. Mounted up by the steering wheel for left-hand operation, it handles direction changes at pto revs with aplomb and so really speeds up headland turns. Reverse speeds are set some 13.5% faster than the equivalent forward gear, which will suit some jobs (and some users) more than others.
Finishing things off in the transmission department, the foot clutch is light and generally friendly. But its sharp in low gears, so the best thing is to inch up to implements in a high ratio.
PTO
The MX keeps its reversible six spline/21 spline shaft in a dry housing and holds it there with a pliers-friendly snap ring, making changes simple. Positive features continue up in the cab, where easy-action levers engage drive and change speed and shaft revs show clearly on the digital dash – although the test tractor didnt display 1000 shaft info.
There are no problems on the use front. Even though the pto guard is fixed theres enough space for shaft attachment, and the stub can be turned through a few degrees by hand to help.
Case has only provided 540 and 1000 pto outputs. Using the 1000 shaft its possible to get 540 output at 1200 engine rpm, but as this falls smack on peak torque theres little in hand even for light-duty work. 540 shaft speed comes at 1877 revs, neatly inside the constant power zone though below maximum output.
Rear linkage
Practicalities first. The MX comes with a fine top link, a single stabiliser with automatic lock-on-lift and square-section lift rod adjusters which are easy work with a spanner. Swapping between auto-hitch hook and clevis is fast and as the lump not in use travels with you alongside the bonnet, its hard to leave behind. All good stuff, though the systems measured lift capacity (see data panel) is a little low.
Linkage controls are a little different to normal. A big rotary knob looks after lift arm position, a smaller one alongside sets draft (or load) sensitivity. Three tiny knobs set well behind the driver handle drop speed, maximum lift height and – useful, this – how far the linkage moves during draft correction. A rocker switch close by the gearstick triggers fast drop and raise.
Lower link sensed, draft control is very sensitive and the various options give a good range of adjustment, so no worries there. The only negatives are the cheap feel of the major controls and the requirement to double-click the fast-drop rocker switch for rapid implement soil entry – a simple click and hold would be better. Also odd is the need to turn the main knobs in opposite ways; one goes clockwise to lift the arms, the other anti-clockwise.
Radar and slip control are standard. The system looks to come from the Magnum and compared to solutions offered by the likes of New Holland and Massey is plain hard work. You cant just dial in a slip limit; instead you have to go through a rigmarole of feeding the system a current slip value then adjusting this to taste, using as a guide either an unmarked bar graph on the instrument panel or a single-digit display on the side console. This might be new technology for the Maxxum, but its a long way behind the competition.
Hydraulic services
A load-sensing piston pump supplies oil to three standard double-acting spool outlets. Each has flow control (though valves are not reachable from the seat) and is numbered for easy identification. Operating levers are set comfortably and have useful barrel stops.
Pluses are high flow (91.2 litres/min) and excellent hydraulic power (18.6kW at 140 bar) for the class. Unplugging the hitch push-out ram gains an outlet but loses that facility.
4wd and diff locks
Case are right up with the game here, with manual or completely automatic operation via Headland Management Control. Both departments are controlled from the side console through decent rocker switches, with clear dash panel indicators and backup warning lights in the switches. The front axle carries a self-locking diff.
In auto mode, both systems are released and engaged according to linkage lift, speed and independent brake use. The only shortcoming is that steering angle does not trigger either system – a potential drawback with the rear diff lock or tight turns with a trailed implement. In our work, HMC operated on cue and made headland life much simpler.
Steering, brakes and roadwork
A 55í Carraro front axle delivers an 11.8m (38ft 8in) turning circle in 2wd. This, plus four turns between locks, makes the tractor pretty nimble in the field. Steering effort is always low and using an independent brake drops out 4wd. Along with the rapid clutchless shuttle, capable steering makes the MX feel like a big go-kart at headlands.
On the road the tractor tracks straight. Like most, it bounces with a load behind; in this case between 30 and 35kph with a 10.3t tandem axle tanker on the hook. Either side of this band the ride is OK.
Brakes are strong, with 4wd switching in automatically when the pedals operate together. Wheel-locking stops are on offer though pedal action takes some getting used to – nothing happens over the first bit of travel, progressive but mushy operation follows, and then the pedal comes up against a mechanical stop. Odd but safe.
Maintenance
A widened fuel filler alongside the nearside steps is handy, as are the generous-sized, easy-access fillers for engine and transmission oils. Engine and rear end fluids can be checked without disturbing any covers, and coolant level can be spotted through the nose grille.
Staying up front, the air-con radiator slides out after undoing two bolts – not the fastest arrangement, but better than some – which lets an air line into the main rad. All but the air-con compressor is driven by auto-tensioned serpentine belt.
Service brickbats go to the battery (take off cab steps to remove) and the 1200hr change transmission oil filter, which hides up behind the battery box. Many will prefer the small toolbox made bigger and shifted to the nearside.
Sum-up
A big step forward from the last Maxxums, the MX 120 brings a strong engine, a subjectively quiet cabin (despite noise meter figures on the high side) and plenty of good detail. Against it are an average transmission short on gears compared to the opposition, and in the test tractor, a lack of quality in cabin fittings. Electronics bring definite benefits to the driveline and hitch, although Cases slip control should be simpler to use. Generally an easy drive for arable and mixed farm use.
Case MX 120 – a big improvement over the old Maxxum.
Right: Main console is much tidier than the old Maxxum. Gearstick, throttle and fast raise/drop rocker are close, spool levers comfortably angled, pto controls (yellow) chunky and positive. Hitch knobs arent so good.
Good room for legs and head in the revamped cab, though column reach adjustment would help tall drivers. Floor is flat, with useful partition behind seat. Cramped passenger perch unfolds from inner wing.
Dash panel shows main items clearly and has speed-area function built in. Wheelslip shows in unmarked segments over centre panel, with fleeting digital readout available by pressing two pads below – not easy on the move.
ABOUT THE TEST
Silsoe Research Institute measured the MXs capability in various areas (engine performance, fuel consumption, lift capacity, etc) to OECD standards, then without seeing the results we used the tractor for two days. Equipment included a subsoiler and 10.3t slurry tanker.
Left: Side exhaust really cleans up the view forward, though blunt nose still could be better. Deep side glass gives clear sight of front wheels. Right: New gearstick holds four powershift steps on thumb switch, plusa soft-shift button under grip. Main change is still hard work, powershifting is still clacky, soft shift definitely helps.
Shuttle lever still lives alongside the steering wheel. Easy operation and smooth direction changes are the order of the day.
PRACTICAL WORK SCORES
Cab
Noise in fieldwork
Noise on road
Engine
Gear number/overlaps
Shift quality
Shuttle
Clutch
Brakes
Hitch use
Linkage use
Hydraulic services
Pto
4wd
Diff lock
Automatic functions
Fieldwork
Roadwork
Character
Notes: 1. Cab score is averaged from access, comfort, room and view. 2. Fieldwork score is averaged from turning circle, pto/hitch operation, gear number in fieldwork range, shuttle quality and reverse speed. 3. Character score sums up the tractors jump in and drive me factor.
LIKES AND DISLIKES
We like
• Exceptionally quiet cab.
• Engine.
• Rear linkage.
• Clutchless shuttle.
• 4wd/diff lock electronic control.
• Linkage control sensitivity.
We dislike
• Main gear shifting.
• Limited gear number/overlap in fieldwork range.
• No "E" pto.
• Slip control operation.
• Bounce zone on the road.
• Test tractors build quality.
MX back-end furniture is strong and simple. Top link is fine, arm adjustment straightforward. Reversible pto stub is under twist-release guard, single stabiliser locks on lift if required. Hydraulic push-out hitch helps but still cant be seen without a stretch; spool flow controls are on outlets and just reachable from the cab.
Tread carefully in the field – test tractors throttle and right independent brake were too close together for ham feet.
Above: The bonnet goes up, the side and nose panels go down for pretty good engine access. Oil check/fill can be done without disturbing covers, though not water fill. Radiators need spanner to release. Left: Wider filler neck now feeds bigger 265 litre (58gal) tank – convenient to use and no more teatime refills.
THE MAKER SAYS
• Case confirms that the test tractor was 13th off the production line, adding that many of the points raised in our test have since been addressed.
• The rear window is now framed for more rigidity.
• Tapped holes for external controls and a power socket have been added to the rear offside cab pillar.
• All MXs now have column reach adjustment.
• Console markings are more permanent, and the minor linkage control panels cover flap has been beefed up.
• Soft-shifting down the box under heavy load is OK, but not up.
• The MX is a world-market tractor. European buyers wanting a more sophisticated transmission might consider the CS range.
• Fast linkage drop needs a double-click on the rocker switch for safety reasons.