By the early 1990s Schlüter’s production volumes had collapsed to fewer than 200 tractors a year and the range was badly outdated. In the 1980s they had explored partnerships with BMW, Daimler-Benz and Claas, but none of these led to a solution. By selling off unneeded property, Schlüter raised the capital for one final push: the design of an entirely new Euro Trac.

At the start of 1991 they unveiled the Euro Trac line, consisting of three power classes. The Euro Tracs were built on a full-length frame. The MAN engine was mounted under the cab, which sat between the axles. The transmission was still a ZF unit, equipped with Schlüter’s own hydraulic quick-shift mechanism. There were 24 forward and 12 reverse gears. The cab was completely new, but recognizable Schlüter features remained: the hydraulically tilting cab roof and sliding doors. A hydro-pneumatic cab suspension was standard. Rear-view equipment and air conditioning were optional extras, as was an electro-hydraulic linkage. A unique feature of the Euro Trac was its full-width front ballast of 1,300–1,600 kg, which could be hydraulically shifted forward.

The original three models were the 1300, 1600 and 1900. In 1993 they were replaced by the 1400, 1700 and 2000, which offered slightly more power and a refreshed appearance. There were also plans for three smaller models with continuously variable transmissions, but these never progressed beyond the prototype stage. In 1994 the company was forced to give up its factory premises. The other model lines were discontinued and Euro Trac production moved to Schönebeck in the former East Germany, where just 32 machines were built. The decision to cease production was made on Anton Schlüter III’s 80th birthday in January 1995. The remaining inventory was sold to Michael Egelseer, who assembled a few more Compact and Euro Trac models from parts between 1996 and 2002. The Euro Trac’s biggest handicap was perhaps its price, which was about one third higher than that of comparable Fendt Favorit tractors.

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