I keep expecting him to have it towed away while I'm not looking! Thanks for watching.

Thanks for watching.

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😁

Thanks for watching

They think they are getting more work done that way. Thanks for watching.

Thanks for watching.

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

I am impressed by your perseverance, thanks for your support!

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.

It certainly has it's share! Thanks for looking in.

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.

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 🙄😳😜😜

I bask in your outrage. Have a lovely day.

@@ClarenceFudWeasel Ho dare you!

Probably not. That's how they were designed.

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.

It gets supplied by the front axle. It has its own drain plug though. Thanks for watching.

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.

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.

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 🤣

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.

The tool box is solid and Lord Muck took the literature for 'research purposes'.