Great video good to see you start the service , I'm sure she be Good as new time you finish with her, as long as lord muck don't interfere with proceedings.
The rounded inlet manifold on these engines were made by IMT with an IMR badge cast into it. My 1979 590 certainly had the IMT manifold. Who knows, perhaps most of the engine was made by them, because they certainly made Perkins engines and older model MF tractors under license until they went pop. During the late 70’s and 80’s I believe that many MF components were outsourced to licensees and other companies. It was a difficult time for MF. Apart from other faults, my 5904wd was delivered with some of the cylinder head bolts barely more than hand tight.
Just to add, IMT and IMR were different companies. IMR (Indutrija Motora Rakovica/Industry of Motors Rakovica) was created pre WWII, and it produced aircraft engines and engines for Praga trucks. After WWII, it started producing Perkins engines, and Landini gave them a license for tractor design. It also provided engines for Slovenian light truck manufacturer TAM, and it made boat engines. IMT (Industrija Mašina i Traktora/Industry of Machinery and Tractors) was made in the mid-1950s, and it had a Ferguson license. IMT was buying engines from IMR, but IMT hasn't produced any engines. IMT was conglomerate making Massey-Ferguson based tractors and all kinds of agricultural machinery, while IMR was specialized in engine manufacturing and only in Landini based tractor. For example, IMT was buying Mercedes-Benz V6, V8, V10 and V12 engines for 170-360hp tractors, it never had "in house" engines. But I didn't know some Yugoslav parts ended in MF tractors. That is interesting. PS: IMT DeLuxe series took a lot of design languages from the MF 5 series. I have the IMT 560 DeLuxe😁
Very good video, never thought about changing the turbo filter etc.. have the same tractor myself. A weird thing happend a few days ago.. driving on the road heading to the forest and to my big surprice, the front wheels suddenly locked and stopped the tractor at once while driving full speed. It did not matter if i pulled the knob and put 2wd or 4wd. The gearbox is in order.. the backwheels were spinning and frontwheels locked.There is no place on the whole internet.. where you can find info about how and where to fill the front axle with lube/oil. 😮 A small help would be worth gold!! Keep up the good work 🥳👍
The Pinion axle, the teeth were hitted off so a mechanic changed the crownwheel + pinion axle. Now it's in working order. Was an expensive repairing cost
The power steering had about five turns lock to lock and the lock was only 40 degrees on the 4wd axle. On top of which it hardly had enough power to do anything at low revs. Indeed after I sold mine, it was written off by someone who turned a corner on a public road and couldn’t straighten the lock fast enough on exit and hit someone else’s hay shed post, breaking the tractor in half down the timing case.
@@ClarenceFudWeasel As far was I know only two front drive axle models were ever fitted to the 5904wd, both with centre diffs not the offset large diffs with no hub reduction like the 100 series conversion kits. The early ones had a pressed steel and welded casing with the horrendously massive hubs with a tin cap over the wheel centre/hub. The one mine had was probably the same as yours, being an Italian cast iron unit with a single steering ram on one side. The centre drive had a drop box to the long drive shaft to the transfer box. This is positioned very low to the ground and initially [as with mine] had insufficient guarding at both ends which often resulted in hay and grass wrapping badly. In my experience wilted silage would even find its way up through the slot along the centre of the guard and wrap. Obviously it was common for oil seals at either end to be ruined. I made extra guards to cover the gaps at both ends. Also early ones, pre-red cab, did not have a support bearing for the long drive shaft, which resulted in the shaft going off-balance and shaking like heck as the splines on the couplers at both ends wore and became slack. Mine also suffered early on from the nut holding the hub to the carrier coming loose repeatedly on both sides resulting in loss of oil and the wheels tilting, until a modified locking tab was introduced. Another problem that these tractors had was the clutch linkage. Apart from very poor access for adjustment, the rod from the pedal down to the bell-crank at the bottom front had a bent end that snapped off. There was a recall for this with a modified rod with a clevis for the top part as well as the bottom, but my shady dealer only replaced these when they broke. This could have resulted in severe accidents and death if it broke while rolling a silage pit, for instance. Should say that from being a loyal MF customer up ‘till then, the 500 series put me off MF until 2004 when I bought my 7490.
The filter in the front was fitted to my 590 4wd 8 speed synchro and you couldn’t neglect it for long because there was always so much metallic stuff being caught in it if the tractor was used at all fairly hard. During warranty, my tractor coincided with a steelworkers strike and the oil cooler failed and had to be by-passed for months. The exhausts and radiators were also terribly weak points needing regular replacement. The 8 speed synchro was terribly unreliable as was the iPTO clutch, which had a very poor, wear prone brake which probably contributed greatly to the filter contamination.
The ipto clutch is fed from the same low pressure system as multi power. If I remember, the PTO clutch and brake were notorious on the 500 series. I'll probably be doing this one eventually. Thanks for watching.
@@ClarenceFudWeasel The brake was basically a little finger that was pressed directly onto the outer casing of the clutch pack to stop it turning. Because of its small surface area the little ram had to press it very hard and it had a little bronze wear pad which soon wore off even when the PTO was religiously stopped at low engine revs. From then on it wore a trench, for want of a better word, in the circumference of the clutch pack case, throwing all the fine metal into the oil where it would cause all kinds of damage apart from forming a glittering [and concerning] sludge in the front filter. One scenario was that it could jam the iPTO control valve so that it was impossible to start the PTO. The lever in the cab and externally would move perfectly but the internal control valve was actuated by a spring that was not strong enough to overcome a jammed spool in the valve. Another was that the brake wore through the clutch pack housing.Terrible design!
@@andrzejkukawski3176 Technically the 595, both MkI and MkII were rubbish. One of the most unreliable tractors ever made by any brand. Only rivalled by its predecessor, the MF1080. The 595 had no redeeming features. Nothing about it was good enough.
Was the thermostart fitted because of export to colder climates all our 500 series tractors had them an never ever used always burst straight into life an can't say 🏴 is a particularly cold climate 🤔 good video 👍
Good question,. Not sure I have ever seen one without a thermostart, and only very rarely used one. Pretty sure it was standard equipment everywhere. I worked on a 3080 a while back that had a factory ether start, but I think that was definitely a cold climate option. Thanks for watching.
Good video 👍, Will you be changing the oil in the front axle? I have a 4wd mf290 and I am curious as to how to change the gear oil in the drop box, does it get supplied via the front axle or is it independent? Cheers
This could be a really good question or a really stupid one. Does the turbo have its own oil supply that's separate from the oil that's in the engine that it needs its own filter or is it just a "belt and braces" approach to ensure the turbo has really clean oil feeding it.
That's a good question actually, and I'll answer it properly in the next video when we do the filter change and I swap out the cooler. I'm planning a video on turbos in the near future as well.
Question Sir, :- Do you have to have the steering on a full lock when replenishing the power steering pump reservoir? Excellent videos. Be your own man, that's your USP & Don't think you have to spend hard earned money on fancy camera gear. You don't.
You should really turn the steering wheel one turn to the left to top up, but since the reservoir on this was empty and it didn't have much in the way of steering at all because the filter was in backwards, I just filled up and went from lock to lock a few times to purge the air out of it. Thanks for your support and thanks for watching.
Another great video Fud. Maybe you can tell me? Are all the cabs on the 500 series the same throughout the range? (the silver topped ones) ie would a 590 cab go on a 565?
Thanks for watching. Pretty sure that the 590/575 cab is not the same as 565, which has different floor panels and the 550 is different again. Also a different floor.
@@ClarenceFudWeasel Thanks for the reply, I thought you'd be a good man to ask. So the 565 was a one off for that tractor. Will have to look for a 565 one.
Good Laal vid. I see you use Agriline products some people complain about them but I am doing a Ford 4600 resteration and used mostly Agriline and I've found them pritty good...
I use lots of different suppliers,. Vapormatic, Sparex and all the others, but never had a problem at all with Agriline and I use them a lot. They are definitely no worse than any of the other suppliers. Thanks for watching.
TB Turbo substituted the air filter housing for a much larger capacity unit. At least I never had to replace another ‘genuine’ exhaust after the engine was turbocharged.
@@ClarenceFudWeasel No, sorry. I had the first TB Turbo kit in Wales and Mr Thomson and Mr Brake came down personally to my farm to sell it and they fitted it that afternoon. It was far superior to the Opico kit because it had a far more suitable, smaller, faster spooling Holset turbocharger which boosted at low revs, very similar to the performance of the unit fitted by Perkins on the 390T. They also fitted a filter unit off the Leyland A series which cost pennies to replace the element as opposed to Opico who insisted on their own mega-expensive money-generating filter. Yet Opico didn’t fit a larger air filter.
Another good video. Thanks.👍
Getting there with the old girl :) keep up the good work 👍👍
Great video!
Great video good to see you start the service , I'm sure she be Good as new time you finish with her, as long as lord muck don't interfere with proceedings.
I keep expecting him to have it towed away while I'm not looking! Thanks for watching.
Great video,thanks 👍
Hello another very informative video keep up the good work👍
Good work that man, thanks for sharing.
Very good instructions, thanks.
Thanks for watching.
Super vid keep them coming
Good video 👍
I'm glad your 590 is an MP model the one we had was 8 speed and very slow on the road very good video 👍
Thanks for watching
Good job Clarence, I am catching up gradually👍👍
I am impressed by your perseverance, thanks for your support!
The rounded inlet manifold on these engines were made by IMT with an IMR badge cast into it. My 1979 590 certainly had the IMT manifold. Who knows, perhaps most of the engine was made by them, because they certainly made Perkins engines and older model MF tractors under license until they went pop. During the late 70’s and 80’s I believe that many MF components were outsourced to licensees and other companies. It was a difficult time for MF. Apart from other faults, my 5904wd was delivered with some of the cylinder head bolts barely more than hand tight.
Just to add, IMT and IMR were different companies.
IMR (Indutrija Motora Rakovica/Industry of Motors Rakovica) was created pre WWII, and it produced aircraft engines and engines for Praga trucks. After WWII, it started producing Perkins engines, and Landini gave them a license for tractor design. It also provided engines for Slovenian light truck manufacturer TAM, and it made boat engines.
IMT (Industrija Mašina i Traktora/Industry of Machinery and Tractors) was made in the mid-1950s, and it had a Ferguson license. IMT was buying engines from IMR, but IMT hasn't produced any engines. IMT was conglomerate making Massey-Ferguson based tractors and all kinds of agricultural machinery, while IMR was specialized in engine manufacturing and only in Landini based tractor. For example, IMT was buying Mercedes-Benz V6, V8, V10 and V12 engines for 170-360hp tractors, it never had "in house" engines.
But I didn't know some Yugoslav parts ended in MF tractors. That is interesting.
PS: IMT DeLuxe series took a lot of design languages from the MF 5 series. I have the IMT 560 DeLuxe😁
Enjoyed watching!
Very good video, never thought about changing the turbo filter etc.. have the same tractor myself. A weird thing happend a few days ago.. driving on the road heading to the forest and to my big surprice, the front wheels suddenly locked and stopped the tractor at once while driving full speed. It did not matter if i pulled the knob and put 2wd or 4wd. The gearbox is in order.. the backwheels were spinning and frontwheels locked.There is no place on the whole internet.. where you can find info about how and where to fill the front axle with lube/oil. 😮 A small help would be worth gold!! Keep up the good work 🥳👍
Which front axle do you have? There were two depending on age of tractor.
@@ClarenceFudWeasel Year model 1978 , the tractor is assembled in France. I have no idea what kind of front axle it is! Thx
The Pinion axle, the teeth were hitted off so a mechanic changed the crownwheel + pinion axle. Now it's in working order. Was an expensive repairing cost
Coventry built 2wheel drive 590 was a great tractor
Will it start now without flying afire ?
Probably not. That's how they were designed.
Nice one mate good job. 👍
Thanks for watching.
The power steering had about five turns lock to lock and the lock was only 40 degrees on the 4wd axle. On top of which it hardly had enough power to do anything at low revs. Indeed after I sold mine, it was written off by someone who turned a corner on a public road and couldn’t straighten the lock fast enough on exit and hit someone else’s hay shed post, breaking the tractor in half down the timing case.
The Cat 3 axle that mine has got wasn't great. It was quite an old unit going back to the French made 178 and 188. Is that what you had?
@@ClarenceFudWeasel
As far was I know only two front drive axle models were ever fitted to the 5904wd, both with centre diffs not the offset large diffs with no hub reduction like the 100 series conversion kits. The early ones had a pressed steel and welded casing with the horrendously massive hubs with a tin cap over the wheel centre/hub. The one mine had was probably the same as yours, being an Italian cast iron unit with a single steering ram on one side. The centre drive had a drop box to the long drive shaft to the transfer box. This is positioned very low to the ground and initially [as with mine] had insufficient guarding at both ends which often resulted in hay and grass wrapping badly. In my experience wilted silage would even find its way up through the slot along the centre of the guard and wrap. Obviously it was common for oil seals at either end to be ruined. I made extra guards to cover the gaps at both ends. Also early ones, pre-red cab, did not have a support bearing for the long drive shaft, which resulted in the shaft going off-balance and shaking like heck as the splines on the couplers at both ends wore and became slack. Mine also suffered early on from the nut holding the hub to the carrier coming loose repeatedly on both sides resulting in loss of oil and the wheels tilting, until a modified locking tab was introduced. Another problem that these tractors had was the clutch linkage. Apart from very poor access for adjustment, the rod from the pedal down to the bell-crank at the bottom front had a bent end that snapped off. There was a recall for this with a modified rod with a clevis for the top part as well as the bottom, but my shady dealer only replaced these when they broke. This could have resulted in severe accidents and death if it broke while rolling a silage pit, for instance. Should say that from being a loyal MF customer up ‘till then, the 500 series put me off MF until 2004 when I bought my 7490.
You must be busy making all those Deeres locally go faster by changing it to kph 😉
They think they are getting more work done that way. Thanks for watching.
The filter in the front was fitted to my 590 4wd 8 speed synchro and you couldn’t neglect it for long because there was always so much metallic stuff being caught in it if the tractor was used at all fairly hard. During warranty, my tractor coincided with a steelworkers strike and the oil cooler failed and had to be by-passed for months. The exhausts and radiators were also terribly weak points needing regular replacement. The 8 speed synchro was terribly unreliable as was the iPTO clutch, which had a very poor, wear prone brake which probably contributed greatly to the filter contamination.
The ipto clutch is fed from the same low pressure system as multi power. If I remember, the PTO clutch and brake were notorious on the 500 series. I'll probably be doing this one eventually. Thanks for watching.
@@ClarenceFudWeasel
The brake was basically a little finger that was pressed directly onto the outer casing of the clutch pack to stop it turning. Because of its small surface area the little ram had to press it very hard and it had a little bronze wear pad which soon wore off even when the PTO was religiously stopped at low engine revs. From then on it wore a trench, for want of a better word, in the circumference of the clutch pack case, throwing all the fine metal into the oil where it would cause all kinds of damage apart from forming a glittering [and concerning] sludge in the front filter. One scenario was that it could jam the iPTO control valve so that it was impossible to start the PTO. The lever in the cab and externally would move perfectly but the internal control valve was actuated by a spring that was not strong enough to overcome a jammed spool in the valve. Another was that the brake wore through the clutch pack housing.Terrible design!
A MF 595 Mk ll jaki jest technicznie??
@@andrzejkukawski3176
Technically the 595, both MkI and MkII were rubbish. One of the most unreliable tractors ever made by any brand. Only rivalled by its predecessor, the MF1080. The 595 had no redeeming features. Nothing about it was good enough.
Was the thermostart fitted because of export to colder climates all our 500 series tractors had them an never ever used always burst straight into life an can't say 🏴 is a particularly cold climate 🤔 good video 👍
Good question,. Not sure I have ever seen one without a thermostart, and only very rarely used one. Pretty sure it was standard equipment everywhere. I worked on a 3080 a while back that had a factory ether start, but I think that was definitely a cold climate option. Thanks for watching.
@@ClarenceFudWeasel factory ether, that would make for a lively debate
@@188fergie your so right just causes addiction problems 🙄😳😜😜
That is a lot of filters, the Massey should be good for awhile after you change them out. Well done
It certainly has it's share! Thanks for looking in.
Good video 👍, Will you be changing the oil in the front axle? I have a 4wd mf290 and I am curious as to how to change the gear oil in the drop box, does it get supplied via the front axle or is it independent? Cheers
It gets supplied by the front axle. It has its own drain plug though. Thanks for watching.
This could be a really good question or a really stupid one.
Does the turbo have its own oil supply that's separate from the oil that's in the engine that it needs its own filter or is it just a "belt and braces" approach to ensure the turbo has really clean oil feeding it.
That's a good question actually, and I'll answer it properly in the next video when we do the filter change and I swap out the cooler. I'm planning a video on turbos in the near future as well.
More importantly, is the bottom of the toolbox still there, and are the grumble mags still under the seat?
The tool box is solid and Lord Muck took the literature for 'research purposes'.
Mr Fud-Weasel! Why haven't you and Mr Muck shown electric tractors on your channels yet? this is outrageous! How dare you !
I bask in your outrage. Have a lovely day.
@@ClarenceFudWeasel Ho dare you!
Question Sir, :- Do you have to have the steering on a full lock when replenishing the power steering pump reservoir? Excellent videos. Be your own man, that's your USP & Don't think you have to spend hard earned money on fancy camera gear. You don't.
You should really turn the steering wheel one turn to the left to top up, but since the reservoir on this was empty and it didn't have much in the way of steering at all because the filter was in backwards, I just filled up and went from lock to lock a few times to purge the air out of it. Thanks for your support and thanks for watching.
@@ClarenceFudWeasel you do need a new camera.
I need that potato back for tea...
@@LordMuck brilliant 🤣
Another great video Fud. Maybe you can tell me? Are all the cabs on the 500 series the same throughout the range? (the silver topped ones) ie would a 590 cab go on a 565?
Thanks for watching. Pretty sure that the 590/575 cab is not the same as 565, which has different floor panels and the 550 is different again. Also a different floor.
@@ClarenceFudWeasel Thanks for the reply, I thought you'd be a good man to ask. So the 565 was a one off for that tractor. Will have to look for a 565 one.
Good Laal vid. I see you use Agriline products some people complain about them but I am doing a Ford 4600 resteration and used mostly Agriline and I've found them pritty good...
I use lots of different suppliers,. Vapormatic, Sparex and all the others, but never had a problem at all with Agriline and I use them a lot. They are definitely no worse than any of the other suppliers. Thanks for watching.
🚜🚜🚜😎😎😎👍
TB Turbo substituted the air filter housing for a much larger capacity unit. At least I never had to replace another ‘genuine’ exhaust after the engine was turbocharged.
Do you know what the manifold pressure was with the TB? it would be interesting to compare with the Opico.
@@ClarenceFudWeasel
No, sorry. I had the first TB Turbo kit in Wales and Mr Thomson and Mr Brake came down personally to my farm to sell it and they fitted it that afternoon. It was far superior to the Opico kit because it had a far more suitable, smaller, faster spooling Holset turbocharger which boosted at low revs, very similar to the performance of the unit fitted by Perkins on the 390T. They also fitted a filter unit off the Leyland A series which cost pennies to replace the element as opposed to Opico who insisted on their own mega-expensive money-generating filter. Yet Opico didn’t fit a larger air filter.