Massey Ferguson 6465 Tractor Engine
Specs
Engine Model – Perkins 1106D-E66TA
Engine Power, Rated, hp (kW) – 120 (89)
Engine Speed, rpm – 2200
Power Boost, hp (kW) – No boost
Fuel Tank, gal (L) – 70 (270)
Cylinders – 6
Displacement, cu in (L) – 403 (6.6)
Engine Bore, in (mm) – 4.134 (105)
Engine Stroke, in (mm) – 5.0 (127)
Block Design, Replaceable Liners – Parent bore
Aspiration, Turbocharged or Naturally Aspirated – Turbo air to air
aftercooled
Fuel System Type – High Pressure Common Rail
Fuel System Control – Electronic
Fuel Injection to combustion chamber – Direct
Emission Level – Tier 3
Exhaust Gas Recirculation – No
Exhaust Pipe – Vertical
Fan Drive Type – Belt
System Rating, Volts – 12
Alternator Rating, Amps – 120 Std / 150 Opt
MF 6465 Tractor Transmission
Description – Auto 6 Semi Powershift
Transmission Type – Synchronized Gear
Forward / Reverse Speeds – 24F / 24R
Maximum Speed Forward, mph (kph) – 24.9 (40)
Creeper Range – Yes
Shuttle (Forward-Reverse) – Yes
Massey Ferguson 6465 Tractor PTO
PTO Horsepower, hp (kW) – 100 (74.6)
PTO Speeds, rpm – 540 / 540E / 1000 / 1000E
PTO Type – Independent
Wheels
Drive Wheels – 2WD / 4WD
Steering – Front Steer
MF 6465 Tractor Rear Axle
Final Drive – Planetary / Inboard
Axle Output End – Flange
Suspended Front Axle Available – Opt / Std w/50Kph Trans
Brakes
Brake Type – Wet Disc
Massey Ferguson 6465 Tractor Hydraulic
System
Hydraulic System Type – Closed Center PFC
Main Hydraulic Pump Type – Gear Pump
Standard Pump Flow, gpm (Lpm) – 29 (110)
Standard Remote Valves – 2
MF6465 Tractor 3-Point
Hitch Features
3-Point Hitch – Category 2
Draft Sensing or Lift Control – Lower Link
Draft Link Ends Adjustable – Yes
3-Point Hitch Lift Capacity
Standard Lift Capacity 24 Inches behind pin, lb (kg) – 7,150 (3240)
Drawbar
Drawbar Description – Swinging
Wheelbase
2WD, in (mm) – 111.3 (2827)
4WD, in (mm) – 111.3 (2827)
Tire Size
Front Tire Size, 2WD – 10.00 x 16
Front Tire Size Width, 4WD – 14.9R28
Rear Tire Size Width – 18.4R38
MF 6465 Tractor Front Axle
Specification
Axle model – 735/604
Axle type – Fixed Suspended
Length between flanges (mm) – 1800
External length (mm) – 1998
Length between steering pivots (mm) – 1520
Pivot angle – 5.5°
Castor angle – 5°
Camber – 1°
Weight filled with oil (kg) – 600
Differential oil capacity (litres) – 9
Oil capacity per final drive (litres) – 0.8
Pivot shaft diameter (mm) – 60
Distance from the centre of the pivot in relation to the centre of the
wheels (mm) – 278±45
Wheel studs – 8 M18x1.5 studs
Stud useful length (mm) – 34
Stud distribution diameter (mm) – 275
Rim centring diameter (mm) – 220.6 +0/-0.3
Input shaft – 2 jaws of 1410
Rotational direction – anti-clockwise
Total ratio – 15.5
Driving torque (daNm) – 1093
Driving torque peak (daNm) – 2558
Massey Ferguson 6465 Tractor Power
Shuttle
The power shuttle, also called “I.S.C.”, consists of two
electro-hydraulically controlled clutches. It is so designed as to allow
for reverse direction under load and can be fitted in parallel to the
mechanical reverse shuttle to MF 6465 Tractor equipped with Heavy Duty
transmission.
– The power shuttle transmits the movement from the engine to the
layshaft mounted on the front of the main gearbox by means of pinions
located respectively to the rear of the input unit and at the gearbox
input.
– A lever, mounted to the left under the steering wheel, controls both
the power shuttle and gear range of the Dynashift. It is also fitted
with a position especially used for manual declutching of the
transmission.
– Depending on the position selected by the operator (forward, neutral,
reverse or manual declutching), the lever manages the progressive
solenoid valves of the front and rear clutches by means of the
electronic system of the Massey Ferguson 6465 Tractor.
– The solenoid valves are located to the front and to the right of the
gearbox on a clutch unit integrating the Dynashift hydraulic control
system. A filter (60 microns) located under the right-hand selector
cover, upstream of the clutch units, provides additional filtering for
oil supplying the solenoid valves (Dynashift clutches).
– A progressive sensor, screwed to the top of the box housing, sends
shaft rotational speed information to the electronic system.
– Shifting of any forward gear to the corresponding reverse gear, or
vice versa, is easy without declutching or stopping the tractor. This
“assisted” gear reversal enables gradual changing of the operating
direction, even at high travel speeds without abrupt changes in speed.
The clutches slow down tractor movement until the required speed is
reached so that the direction of operation can be reversed.
– The traditional hydraulically operated clutch pedal is replaced by an
electro-hydraulic action maneuvering pedal. This pedal modulates the
pressure in the front or rear clutches through the electronic system of
the MF6465 Tractor and thus facilitates precise movements such as
hitching tools. The front and rear clutches of the Power Shuttle are of
different design.
Operating principle
Front clutch
When the lever under the steering wheel is in the Forward position, the
solenoid valve is activated and supplies a pressure that moves piston.
This, in turn, compresses the intermediate plates and the discs against
cover.
The movement from the engine to the gearbox
complies with the following kinematics:
– input shaft splined to unit
– front clutch unit
– intermediate plates
– discs compressed by the piston
– hub
– primary shaft
– main box layshaft via the input pinion.
Simultaneously, the pressure applied behind piston of the braking device
drops and the planet carrier assembly (discs, intermediate plates and
epicyclic gear train) rotate freely.
Lubrication
During forward operation, the oil flow from the centre housing via the
pump is directed towards the intermediate plates and the discs via the
ports of the front clutch unit opened by movement of piston.
At the same time, lubrication of the braking device of the planet
carrier (discs and intermediate plates) of the rear clutch is
interrupted.
Rear clutch
When the previously mentioned lever is moved from the Forward to Reverse
position, the solenoid valve concerned is activated and supplies the
piston of the braking device of the planet carrier.
The piston then presses on plate which compresses discs and the
intermediate plates against the front cover of the input unit and stops
the rotation of the planet carrier.
The movement from the engine is directly transmitted to cover that is
integral with the input sun gear via splines, without passing through
the discs and intermediate plates of the front clutch. Simultaneously,
the pressure of oil in piston chamber drops and frees discs and
intermediate plates.
The input sun gear then drives the double pinion gears freely mounted on
the pins which, in turn, drive the single pinion gear, integral with
primary shaft thus reversing rotation of the output sun gear splined to
the primary shaft.
The primary shaft then sends the movement from the engine to the
layshaft of the main MF6465 Tractor gearbox via the input
pinion.
As with Forward operation, simply pull the control lever towards the
steering wheel to obtain the “manual de-clutching” of the rear clutch. A
valve screwed to the top of cover ensures a small permanent bleed
starting from 13 bar to provide an automatic bleed of the hydraulic
supply of piston.
Lubrication
As piston moves, it operates spools that act as valves and compress
springs via plate. The spools have a drilled center channel and radial
ports, allowing oil to flow to the channels in cover and the channels in
the front cover of the input unit, thus lubricating the discs and the
intermediate plates.
Lubrication of the mechanical parts of the epicyclic gear train is via
the lubricating system of the input unit.
At the same time, the lubricating oil flow to discs and intermediate
plates of the front clutch is stopped, thus halting any possible driving
of the discs through a drag effect.
Neutral position
In neutral position, the supply to the solenoid valves is cut, placing
the front and rear clutches at rest and eliminating transmission of the
engine movement to the gearbox.
The oil flow is also interrupted. The pressure in the circuit opens the
valve and directs the oil to the housing.
After replacement of a solenoid valve or solenoid, power shuttle
hydraulic unit or one of the components of the transmission control
unit, it is necessary to carry out clutch calibration again.