Cat 924K Ag Handler
Background information
Launched in 2013, the 924K Ag Handler, along with smaller-wheeled loaders and a family of telehandlers, represented a resurgence for Cat in the agricultural market.
While the 924K is the biggest wheeled loader in Cat’s agricultural lineup, it is only a baby compared with its construction and quarry machines.
With silage duties in mind, the manufacturer has specifically developed its 924K Ag Handler for pushing and climbing.
So as the only machine with a hydrostatic transmission, how will it compare with the powershift/torque converter types?
Cab and controls
Perched on top of the Cat is a substantial six-post cab with 180° opening door, which can be latched back if required. The downside of all the cab framework, especially compared with the other three machines in this test which have four-post cabs, is the impeded visibility. It may not be substantial, but it does throw up a few blind spots and makes the machine feel bulkier than it is.
Out of all the machines tested, only the Cat features integrated controls of a joystick in the armrest. As a result, primary functions are more conveniently to hand.
Integrated proportional roller control is included in the joystick for the third service and control of forward and reverse. It also gets a button on the back of the stick to engage the front differential lock.
The Cat was also the only one to have a proper terminal, as opposed to a dash-based screen, to set up machine functions and monitor performance. Through it, you can view real-time and historic machine performance and adjust functions such as forward creep speed in range one, throttle lock auxiliary flow and wheel torque.
It also connects to a reversing camera, which displays an image every time reverse is selected, although there is a bit of a delay as to when this kicks in.
The terminal is well placed, although maybe the ability to make some adjustments depending on driver preference would be good.
Transmission range selection is simple via soft-touch buttons, as is activation and adjustment of boom suspension and handling modes. Also, whenever a button is pressed, the function it activates pops up on screen so you can see what has been selected/adjusted.
Thanks to an armchair-like operator’s seat, along with plenty of reach and rake movement of the steering wheel, it is fair to say the Cat offers the best operator comfort. Both of the seat’s massive armrests can also be adjusted for putting the joystick in an ideal position.
Those with smartphones will be glad to find a handy area to the right to place them, along with 12V outlets to charge them and an auxiliary input for music. The electric wing mirrors are a nice touch.
Visibility to the rear is not bad, but you have to look around its well-built rear end to see the rear corners.
If cab storage is not enough for you, the Cat provides one of the best external storage boxes located at the rear of the machine, with plenty of space for grease guns and spare pins. If that is not enough, there is also a box under the right-hand side of the cab.
Engine and transmission
At 160hp, the Cat has the least power in the group. Powered by a 6.6-litre Acert engine, it meets Stage 3b using cooled exhaust gas recirculation and a diesel particulate filter.
A hydraulically driven fan takes care of cooling, which automatically cuts in and out depending on demand. Air is drawn in through the sides and out of the back through a wide-core, single-layer cooling pack. However, the cooling pack looks a bit vulnerable to collisions, especially compared with the vertical upright cast counterweights which the JCB uses to protect its cooling package.
Unlike the rest of the machines in the group, the Cat uses a hydrostatic transmission, which can be operated in one of four ranges, offering speeds of 0 to 13km/h in ranges one and two, 0 to 27km/h in range three and 0 to 40km/h in range four.
Range one is specifically designed for pushing and climbing, sending most of the hydraulic power to the transmission. This has been achieved by distributing more of the machine’s hydraulic power to the transmission rather than hydraulics, resulting in a 75:25 split between transmission and hydraulics.
While the next range up has the same overall working speed, transmission and hydraulic power split is 50:50. It was an ideal range for the silage pit too, and the Cat put in a good performance on the stack. In terms of climbing speed, it was very similar to the Volvo, just behind the New Holland and the JCB.
As for more general loader work, such as grain handling and muck shifting, range two or three are more likely to be used.
As a hydrostatic machine, we found it to be a very user-friendly transmission with more accuracy compared with the torque converter machines, which tend to have elasticity in the transmission uptake. This gives good confidence when working on the clamp, particularly when rolling the edges.
And if you should find yourself carrying out pallet work, for example, it should also help with precision placement.
And while it might be deficient in gee-gees, it gets all of its power down to the ground effectively and efficiently. Around the yard, 160hp was more than enough.
On the road, the Cat is a smooth operator and seamlessly cruises its way to around 42km/h.
If you prefer the characteristics of a torque converter-based transmission, you can select a mode on the Cat which simulates a similar feeling and allows the transmission to roll on after you have taken your foot off the accelerator.
For traction, the Cat employs a 100% lockable front differential. As an option, as with the Volvo, you can also spec the rear axle with a limited slip differential.
As we found, a lockable differential is great in a straight line, while limited slip differentials (LSDs) are more suited to the twisty nature of farm silage clamps.
Hydraulics and handling
Two handling modes can be selected on the Cat: bucket, which is more aggressive, and pallet fork, which is gentler. Suffice to say we chose the aggressive option for buckraking, although, perhaps because most of its hydraulic power is diverted to the transmission, you do need to give it a bit more joystick action compared with the other machines when shaking the grass out.
Having a proportional roller switch for the third service is a good feature, which provides accurate control.
Flow of the third service can also be adjusted from 32 litres to 160 litres/min and can be set to constant for a yard brush, for example.
Similarly, a throttle lock feature allows you to maintain a constant engine rpm regardless of machine ground speed.
Boom dampening when reaching full height is also an exclusive feature of the Cat compared with the other machines. It really makes a difference too, as the other machines make a spine-
shattering bang when reaching their upper limit.
One potential issue which may crop up, particularly if working in muck heaps, is the low position of the steering rams, which look like they could soon get covered in muck.
On the plus side, centralised greasing points speed up downtime and automatic lubrication is an option. General access around the machine is good too, with all daily checks able to be carried out from ground level.
One very rugged feature carried over from the construction machines is the bomb-proof dust caps on the tyre valves – you will definitely struggle to damage them.
Summary
The 924K Ag Handler looks a brute, and you can tell where its roots lie. Unbelievably though, it was the lightest of the four over the weighbridge.
Operator comfort is certainly up there and thanks to the simple hydrostatic transmission control, it is one of the most jump-on-and-drive machines, whereas the powershift/torque convertor machines take a bit more management. Transmission is very accurate too.
From a maintenance point of view, accessibility to service points is good.
A slight downside is the dark cab, with some impeded visibility. Even more climbing performance would be good too, if it is to keep up with the JCB. That said, if handling material on the flat, we would rather go for the Cat.
JCB 435S
Background
It might be the self-claimed king of the clamp, but with plenty of competition about, is that actually the case?
And while it is number one for this type of work in the UK, in Ireland it is actually Volvo which comes out on top as the preferred choice on the silage pit.
Launched in 2013 and part of the three-model S Series from JCB, the 435S sits above two smaller siblings, all boasting high power-to-weight ratio characteristics specifically designed for the agricultural market. But will this give the JCB a trump card or hinder it?
Cab and controls
With 3m3 of cab volume, there is plenty of space to spread out in the 435S. All controls are bold and chunky and look like they are up to the rigours of rough-handed work.
Control layout is good too, with most falling to hand, although it is a shame the joystick is not integrated into the right-hand armrest like the Cat. We were not too keen on switches being splashed around on both sides of the cab either – the New Holland and Volvo layouts are much neater.
That said, the dash is clear to garner information from at a glance, although navigation of its LCD screen could be better with a few more buttons. It does show a comprehensive amount of information, though, and you can tailor it to show what you want.
Our joystick on test was the top-spec version, with proportional third service. With it, you can also change direction or for the traditionalists, the machine still gets a left-hand reverser, into which is also incorporated a twist grip for gear changes.
For comfort, a semi-active seat designed to iron out the bumps comes as standard, along with climate control to stop you overheating.
Visibility is pretty good, helped by low windows and a rear-sloping bonnet. The cab is quiet for the most part, although a little bit of transmission whine does seep through on the road.
The test machine came with an optional LED lighting package. And to say it is bright is an understatement – you could light up a football pitch.
Engine and transmission
With a power-to-weight ratio of 17hp/t, the JCB is a lively machine. Power comes from a 6.7-litre Cummins Stage 3b engine, using a combination of exhaust gas recirculation, a diesel oxidation catalyst and a diesel particulate filter to clean up emissions. It also has a variable geometry turbo to reduce lag and provide better and more even torque characteristics.
Making good use of the engine’s weight, it is mounted as low down as possible to help with stability. Fuel is also stored inside the chassis, making good use of space.
The vertical counterweights flanking the cooling package provide a good amount of protection from stray tipping trailers – it happens.
At the rear is a single-face cooling pack the size of a small shed, comprising various radiators placed side by side and not on top of each other for more efficient cooling. Creating the draught through these rads is a variable, hydraulically driven fan.
And boy do you know about it when it is working. Not from the inside of the cab though – that is nice and quiet. But from the outside of the machine it sounds like a jumbo jet during takeoff.
It is no wonder it climbs the clamp fast – it is aided by thrust from its cooling fan. This then begs the question; does it actually need all that cooling? Compared with the others, it is a lot noisier. If the fan has to work that hard, is the cooling package the ideal layout?
As well as a fine mesh grill, air is further cleaned on the intake by a scavenger system, which uses the draw of the exhaust to pull out particles from the incoming air. An automatic reversing fan is also standard.
All daily checks can be done from ground level and auto-lube is an option, but pretty much standard.
Like the Volvo, it features an eco mode, which limits revs to 1,800rpm. While this is a good feature for working on the flat, when a 600hp self-propelled forager is breathing down your neck, it is soon full steam ahead.
A more user-friendly fuel-saving trick is the automatic low idle feature, which reduces revs down to 650rpm when the machine is put in neutral with the handbrake on. And it actually gets a proper handbrake too. Not fiddly, confusing switches like the rest of the bunch.
Channelling power to the wheels is a six-speed ZF transmission. Featuring torque lock-up in every gear, it is able to channel 100% of its power to the wheels. It also allows for a 48km/h road speed, which really helps to keep up with convoys from farm to farm. It also reduces engine revs by up to 200rpm at top speed.
Torque lock-up can be turned on or off. When on, it automatically determines when to kick in and out based on forward speed and amount of engine revs. It is no gimmick either and makes a massive difference on the clamp in terms of how much material you can push, but more importantly the speed with which you can push – it is by far the quickest out of the four at getting up the clamp.
Transmission can be operated in either auto or manual using the twist grip left-hand lever. When in auto, the gear selected then becomes the top/limit gear. A kick-down button also resides on the back of the joystick. Gear changes are swift and smooth, with a premium tractor-like refinement.
Hydraulics and handling
Unlike all the other machines in this test, the JCB employs limited slip differentials (LSD) on both axles. The reason for this, according to the manufacturer, is that LSDs are better suited to the twisty nature of farms, providing more grip more of the time, unlike a 100% locking differential, which is only any use in a straight line.
And to a large extent, we can see their logic, especially in the confines of a silage clamp. It also means you can forget about having to manage your traction and just leave the machine to do its stuff. Traction certainly was not a problem on the clamp.
The downside we found to LSDs came on hard surfaces where, when quick steering changes are required, it can feel heavy, with the operator almost having to wrestle the machine – the complete opposite to the light-as-a-feather steering of the Volvo.
Another unique feature of the JCB compared with the others is the use of parallel lift arms as opposed to Z-bar linkage, which reduces in torque when nearing the full rotation of the attachment, according to the manufacturer.
It also means you do not have big bulky rams and linkage cluttering up your central view. In fact, you really do feel like you are sat on top of the job.
Swinging off this is an industrial quick-hitch, which can be hydraulically unlocked from the cab and features plastic markers so you can clearly see if the locking pins have engaged or not.
Thanks to 264 litres/min twin hydraulic displacement pumps, hydraulic actions are swift and aggressive, which can sometimes be a bit of a shock when jumping off some of the other machines, giving you a wake-up call – good for shaking that grass level.
A useful feature is the automatic boom suspension system, which kicks in above 7km/h. However, this can be adjusted by the dealer if you want it changed.
As standard at the rear is a heavy-
duty counterweight with a steep departure angle, helping those exits off the clamp. A smart touch is the lower part of each mudguard, which can be chained up and out of the way.
Summary
When it comes to pushing up grass, there is no question which one is on top of the job. It is clear this machine was engineered with one goal in mind – to shove material up a clamp.
Torque lock-up and a high power-to-weight ratio are this machine’s party pieces, especially for clamp work.
Could it be accused of being a bit of a one-trick pony? Even if it was, it is a good trick. Away from the clamp though, carrying out yard work, we would be more tempted to go for either the Volvo or the Cat.
Overall, from looks to performance, it is quite an aggressive machine, but in a good way.
New Holland W170C
Background
With the aim of providing complementary products to its agricultural portfolio, certain New Holland agriculture dealers will be offering ag-spec versions of the company’s construction equipment.
In particular, its three-model lineup of wheeled loaders – W110C, W130C and W170C – is a good match for the firm’s self-propelled forage harvesters.
Built in Italy and North America, the W Series is derived from an O and K design, a German firm which New Holland bought in 1999. While it has been available in limited numbers in agriculture for about seven years, it is only recently that the firm has started to push the product more into agriculture.
It is a tried and tested product in construction, so it will be interesting to see how it gets on in agriculture.
Cab and controls
Cab access is pretty decent, although the steps are the shallowest out of the group, and it lacks a large platform at the entry of the cab door.
Cab space is also the smallest of the group, but it is one of the best laid out, particularly the right-hand console, which incorporates switches for all machine functions that are neatly organised into groups such as such as transmission settings, loader settings and lighting. An extra improvement would be if these groups of functions were colour-coded.
The joystick is also incorporated into the right-hand console, which includes an adjustable armrest for a bit of comfort – third service is operated by an adjacent lever.
Direction changes can be made either via a switch on the joystick or by the left-hand steering column mounted lever. The lever also features a twist grip to change gear if operated in manual. If in automatic, the gear selected then becomes the upper/limit gear.
The dash comprises analogue gauges for oil, hydraulics, transmission, water temperature and fuel level, along with an LCD display for gear selection and direction of travel.
The display can also be used to change further machine settings, such as power modes and automatic shutdown time.
Visibility is good all round and you can see all four corners with ease. Air vents are well placed up the pillars and provide cooling air all around the cab.
For some fresh air, its door can be latched back and the right-hand window is also completely latchable to the rear.
The cab is light and airy and you can see quite a bit of New Holland family styling shining through, particularly that of the firm’s smaller tractors and telehandlers. To help with reversing, an in-cab monitor brings up a reversing camera image every time reverse is selected. Usefully, the image also includes a graphic to help you judge how close you are to objects.
Engine and transmission
One of the unusual features of the New Holland is its engine bay layout, in particular its cube-shaped cooling package, which sees the main transmission oil and hydraulic oil radiators arranged in a box. This package is placed between the cab and the engine, with the latter placed low down at the rear, using its dead weight to help stability and balance. Air is drawn into the cube from the sides and the top, with each radiator getting fresh air, and expelled out the rear. If grills become a bit clogged up, the hydraulically driven fan can be reversed either manually or automatically. In auto, it will reverse every 15 minutes for about 90 seconds. If necessary, these timings can be altered by a dealer.
The main hydraulic tank is cleverly placed inside the centre of the cube to make the most of the drawn-in air to help cool the oil. This also allows hydraulic oil service intervals to be extended to 2,000 hours when using genuine parts, says the manufacturer.
Naturally, power comes courtesy of a 195hp, 6.7-litre FPT engine using selective catalytic reduction only to meet Stage 3b emissions levels.
A smart touch is the electric opening bonnet, activated with the flick of a switch. Although if it does go wrong, it requires getting the spanners out to remove the electric actuator and then lift the bonnet open manually.
All daily checks can be done from ground level, including cooling fluid, air filter and dipstick. Transmission and hydraulic levels can also be easily seen via sight glasses. Centralised greasing points help and there is the option of an automatic greasing system.
Providing drive to the wheels is a four-speed ZF transmission offering torque lock-up in all gears to prevent any viscous losses. As with the JCB, this really comes into its own when pushing grass up the clamp.
It automatically kicks in depending on engine and forward speed, and is only used as necessary. It also helps on hills during transport.
For buck raking, gears one and two are the preferred choice, which can operate in automatic or manual. To make full use of power when climbing the clamp, you can also kick down a gear via a button on the back of the joystick. Thanks to constant mesh gears, this kick-down is pretty much instantaneous, minimising any loss of momentum when climbing.
In terms of climbing and pushing performance up the clamp, it was pretty decent and ranks a close second. With a few more horses, it could be snapping at the JCB’s heels.
Transmission can also be set up to your preference or application such as automatic mode on or off, torque lock up on or off and auto differential on or off – any combination of which can be selected.
Gear changes are smooth and direction changes are snappy without being neck-breaking.
For more efficiency, a power inching mode can be used, which, when the brake pedal is depressed, disengages the transmission and transfers all effort to the hydraulics.
Also included is an electric park brake, which automatically disengages when either a joystick or pedal movement is carried out – it needs manual re-engagement though.
One downside of the transmission is that it needs waking up every time the machine is started by placing it in neutral with park brake on and pressing a wake-up switch.
Both axles use open differentials. However, you can fully lock the front axle either manually using a foot pedal or automatically with the machine using wheel slip sensors to know when to engage the differential lock. As we found, it is easiest to just stick it in auto and forget about it.
Hydraulics and handling
Weighing in at 15,540kg over the weighbridge (with silage fork), the New Holland is a firmly planted machine. Its stability on the clamp shone through, offering plenty of confidence to throw the machine around.
Loader actions are super responsive and you can get good feathering control of the rake when buck raking.
If you are carrying out repetitive motions, such as filling a trailer from a floor, the New Holland also features a return to dig mode, where it remembers preset boom and bucket positions, therefore requiring less input from the operator.
Boom suspension works well, particularly on the road, but really needs some boom dampening when maximum height is reached, as it currently goes with a spine-shattering bang.
It is also painfully slow on the road compared with the others, only reading 35km/h on the speedometer. By the time you get to the next farm, half a dozen loads would have been tipped.
With smaller and harder tyres, the ride has a touch more vibration on the road compared with the other machines, but the transmission works well and is plenty smooth enough. Brakes will also pull up on a sixpence.
Summary
A stand-out feature of the machine is its configuration, which makes good use of air flow and the weight of the engine to provide ballast at the rear.
It is probably the best all-rounder of the bunch too – capable on the clamp and happy to handle materials around the yard or in a muck pile, for example.
Although it is not, compared with the others, it gives off a ‘cheap’ look and feel. Gaudy stickers and decals do not help its cause and it would look a lot better if finished in the higher quality liveries we have come to expect from the manufacturer’s agricultural products.
Thankfully, it does go a lot better than it looks and is well worth consideration. Just needs some bigger and more forgiving tyres.
Volvo L70H
Background
Volvo’s H Series wheeled loader is a new addition for 2015. At 14,420kg, it has got some tough shoes to fill, as its predecessor, the G Series, proved a popular choice among contractors for clamp work, particularly in Ireland.
Sitting between the smaller L60H and larger L90H models, it is fair to say it is a striking-looking machine, especially the bonnet with ferry cruiser-style exhaust funnel.
The main difference between the L70H ag machine and a construction machine is the ag-spec tyres.
So will the new machine be as popular as its predecessor and how will it compare with its contemporaries?
Cab and controls
Climbing up to the cab, you will find plenty of grab rails to hold on to plus, a 95° forward-opening door. If you want, there is the option of LED lights for cab entry illumination and an automatic door opening function.
Inside, the first thing which hits you is the very smart fit and finish. Fire up the ignition and an automotive style dash greets you, with a very smart looking combination of analogue dials and an LCD screen. As well as looking the best of the bunch, the dash is clear and intuitive to use, enabling you to view machine performance figures and adjust things such as transmission disengagement aggression.
Space is plentiful in the cab and its light colours give an airy feel. Cab layout is pretty good, with all controls and switches falling to hand. For main machine setup, such as transmission, boom and bucket functions, switches reside on the right-hand A pillar.
The test machine came with lever controls rather than joystick control. While it is very different to use, requiring less wrist action and more finger twiddling, you eventually get used to it. Also, alongside the levers is a switch for direction changes, which can easily be operated by your little finger. If you prefer, you can still make direction changes via the left-hand shuttle lever.
A joystick is an option for loader control, as is lever-control of steering on Volvo’s comfort drive control options.
It is also the only one with double brake pedals, one for your left foot and one for the right – this keeps all driver styles happy.
While the visibility over the top of the bonnet is severely hampered by the ferry-esque exhaust pipe, it is not really over the bonnet you look when pushing up silage, but rather down the sides of the bonnet to the corners. And thanks to a fairly slim figure, views to the corners of the machine are pretty good.
To help with views to the rear, there is a monitor linked to a rear camera. The monitor is mounted quite high, though, and it would be better if it was mounted on a vertical sliding rail so it could be placed in a position of the driver’s choice.
From its predecessor, low-down visibility in the cab has been improved, helping with views to the surrounding work area.
Handy touches to the cab include pre-wiring for a CB radio and a 12V power supply for chargers.
Park brake is applied with a switch, confusingly the same type of switch which controls the headstock hydraulic locking mechanism, which we mistook for the park brake on more than one occasion. Either some clearer differentiation between the two or a two-handed operation to unlock the pins might be safer.
Engine and transmission
Under its striking bonnet is a 173hp, 5.7-litre Volvo power plant that meets Stage 4 emissions regulations. The manufacturer has used pretty much every trick in the book to clean up emissions, including the use of cooled exhaust gas recirculation, a diesel particulate filter and selective catalytic reduction using AdBlue.
Similar to the New Holland, the Volvo also has an electric-opening bonnet. While it creates a sense of anticipation as it slowly opens, it does seem a bit gimmicky. That said, given the size of the bonnet, it may actually be necessary to lift the hefty panel work.
There is also the question of how you get to the engine in the event of a complete electrical failure? The answer is to remove the left-hand mudguard, one panel and then the electric ram.
To try to promote economical driving, Volvo has engineered a push-back mechanism in the accelerator pedal, known as eco pedal, which you can feel as you press it. When you feel the notch, this is the machine’s most economical and efficient rev window. However, as soon as you get on the clamp, that idea goes out the window and you soon push past the notch and give it the full works.
Incidentally, the engine sounds well, with a subtle power whistle as it climbs the stack.
Conveniently, the battery isolator, automatic lubrication system and sight glass for transmission are all located near the left-hand steps. All other daily checks can be made from ground level, with all engine inspections made from the left-hand side. There is also a handy service chart on the side of the cab – which saves digging out the manual.
Designed to extend component life by reducing pressure, every component which contains oil has a breather fitted to it.
The cooling package comprises a wide-core, single-layer cooling pack with air pulled in the sides and out the rear of the bonnet. A hydraulically driven fan works on demand, depending on engine, transmission, hydraulics and axle cooler temperature. It can also reverse to remove debris from the grills. Interestingly, it is the quietest machine on the outside and certainly a lot quieter than the JCB, which begs the question why is the JCB so loud?
Unlike the other three manufacturers which rely on outsourced components, the Volvo’s entire power train is entirely its own, giving the advantage of commonality of parts between models, thus reducing replacement costs, says the manufacturer.
Brake-wise, the Volvo gets outboard, wet disc brakes on the front axle, which are easier to service compared with inboard type, not needing the whole axle to be removed and they can be easily checked for wear, according to the manufacturer.
Depending on spec, both axles can feature open differentials, with the ability to fully lock the front differential via a pedal in the cab. There is also the option of a limited slip differential on the rear axle.
Hydraulics and handling
While the Volvo was not the fastest at climbing the clamp, especially compared with the JCB and Hew Holland, it takes plenty of material with it when it climbs. However, on the flat for yard work, for example, it would be our machine of choice. This was clearly demonstrated by our cycle time test, where the Volvo turned out to be the most efficient and easiest to drive, with light-as-a-feather steering.
Up front, a redesigned headstock features replaceable upper hook pins, saving have to weld on replacement pins. And the auto lubrication now works with the locking pins. Auto lube is pretty standard, but you can de-spec it if you really like to use a grease gun.
For comfort, particularly at high speed, boom suspension can be turned on manually or put into automatic. In auto mode, you can select whether the suspension is activated based on speed or direction of travel. The latter is useful for driving into material or placing objects when travelling forward, then a high speed getaway in reverse with the suspension automatically turned on.
Similar to the New Holland and JCB, if more hydraulic performance is required, a mode can be selected whereby the brake pedal is used to disengage drive. That said, without this mode selected, hydraulic performance is still plentiful.
In common with the JCB, the high-mounted steering rams are kept out of the mud and dirt.
Summary
Without question, the Volvo comes across as the most refined machine, with much more of an automotive feel to it compared to the other three.
While it is quite capable on the clamp, it is noticeably slower at climbing than the JCB. However, if we had to choose a machine to use for handling materials on the flat, then the Volvo would be right up there for consideration.
As eluded to, if it wants to make serious inroads into agriculture, the only thing it is really short of is torque lock-up for climbing work. Aside from that, it is a well-finished, easy-to-use and maintain machine.
Verdict
As you can see from Table 2, overall scores are very tight, balanced out by each machine’s strengths and weaknesses.
Put simply, if was just a case of picking a machine for dedicated clamp work, then there is no doubt we would go for the JCB.
However, if you are a contractor out there wanting to make the most of your machine, then perhaps the New Holland is one to consider, as we feel it is the best all-rounder of the group.
But showing off their materials capabilities for yard work, then the refined Volvo and easy-to-use Cat are the machines of choice.
Loader test fuel use comparison
While it is not a representation of clamp work, as there is no uphill pushing involved, we were keen to see how the machines compared on fuel use.
For this test, we set out a 250-metre course with twists and turns, around which the machines had to pick up, haul and then drop off a bucket of woodchip along the way. Each machine was then given 30 minutes to see how many loads of woodchip it could haul.
To find out fuel use, each machine was brimmed at the start and brimmed at the finish, with the difference being the fuel use which was accurately metered into the machines by a fuel bowser.
As we found, the machines behaved quite differently to how they did on the clamp, with some much more at home handling materials on the flat. The test was also a good indication of how the boom suspension behaved and how nimble the machines are at darting around a yard.
Each machine was essentially driven like it was stolen to maintain the same driving style for each. However, there will inevitably always be slight variables.
While the JCB is king of the clamp, on the flat around a twisty course it’s permanently engaged limited slip differentials provided more resistance in the steering, especially compared with the light-as-a-feather steering of the Volvo.
New Holland put in a respectable performance and we would say this machine is more of an all-rounder compared with the other three, being competent on the clamp and quite happy to handle materials around a yard.
However, when it comes to materials handling on the flat, it was the Cat and Volvo which managed the course with ease, displaying what these machines were intended for, but that is not to say that they are no good on the clamp. The Volvo and the Cat also turned out to be the most frugal at this task.
It would have been good to measure fuel use on the clamp, as we reckon the results may have been the complete opposite to the ones gained from a flat course. However, this is very difficult to do, given the constant changing nature of clamp conditions – just too many variables.
Overall, we can definitely see that some machines are more suited to certain applications than others, but at the end of the day, are all quite capable.
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