Systems Operation

Usage:

General Information

POWER FLOW
1-Universal joint. 2-Diesel engine. 3-Steering clutch. 4-Final drive. 5-Transmission. 6-Flywheel clutch.

Power from the diesel engine is transmitted from the engine to the flywheel clutch. The flywheel clutch is manually engaged and disengaged. The output shaft of the flywheel clutch drives a universal joint connected to the top shaft in the transmission.

An earlier transmission provides gear selections for five speeds forward and three speeds in reverse. A later transmission provides six speeds forward and four speeds in reverse. The speeds are manually selected. The bevel pinion, at the rear of the transmission, transmits the power from the transmission to the bevel gear. The power is transmitted through the steering clutches into the final drives, to the sprockets which drive the tracks.

The steering clutch and bevel gear case houses the bevel gear, steering clutches and brakes. The steering clutches are of the multiple-disc type. The steering clutch controls are hydraulically boosted. The brakes are of the self-energizing band-type and are mechanically actuated.

Rear mounted attachments which require engine power are connected to the rear power take-off shaft. The power take-off shaft is the top shaft in the transmission. The shaft rotates at engine speed whenever the flywheel clutch is engaged.

Flywheel Clutch And Transmission

This machine has a manually operated oil-type flywheel clutch and a sliding gear transmission. Earlier models have five speeds forward, three in reverse. Later models have six forward and four reverse speeds. A common oil supply lubricates both the flywheel clutch and transmission.

Flywheel Clutch

The oil clutch transmits torque from the flywheel to the transmission input shaft. This is accomplished by forcing the pressure plate (15) and driven plate (5), which rotate with the flywheel, against the driven disc assemblies (6), which are connected to the clutch output shaft (13).

FLYWHEEL CLUTCH
1-Universal joint. 2-Clutch shaft rear bearing. 3-Oil pump drive gear. 4-Sliding collar assembly. 5-Driven plate. 6-Driven disc assemblies. 7-Clutch hub. 8-Pilot bearing. 9-Loading plate bearings. 10-Loading plate. 11-Clutch shaft brake drum. 12-Bearing oil passage. 13-Clutch shaft. 14-Yoke assembly. 15-Pressure plate. 16-Cam link and roller assemblies.

When engaged, an over-center action of the cam link and roller assemblies against the loading plate (10) holds the plate and disc assemblies together. This allows the flywheel and clutch shaft to rotate as a unit.

As the clutch is disengaged, the yoke assembly (14) moves the sliding collar away from the loading plate, and the cam link and roller assembly is released. With pressure removed, the plate and disc assemblies rotate independently.

When clutch is disengaged, clutch shaft rotation can be stopped by moving the flywheel clutch control lever forward. This places a spring-loaded brake shoe in contact with the clutch shaft brake drum.

The flywheel clutch and transmission oil pump is mounted at the rear of the clutch housing and is driven by gear (3) bolted to the loading plate hub. The pump operates whenever the engine is running and draws oil through a passage and screen from the clutch housing sump.

Oil is forced through drilled passages in the clutch shaft to lubricate the loading plate and rear shaft bearing. Oil thrown by centrifugal force of the rotating clutch shaft and clutch hub lubricates the pressure plate, driven plate, driven disc assemblies, and the pilot bearing.

Gear Shift And Interlock Mechanism

Two gear selector levers provide speed and directional selection for the transmission. Selector lever (6) controls the forward and reverse shifter fork (17). Selector lever (7) controls shifter forks (18, 19 and 20) for speed selection.

GEAR SHIFT AND INTERLOCK
1-Flywheel clutch lever. 2-Speed selector shaft lever. 3-Housing. 4-Spacer. 5-Retainer. 6-Forward and reverse selector lever. 7-Speed selector lever. 8-Gate lock. 9-Shaft. 10-Housing. 11-Forward and reverse shift lever arm. 12-Interlock lever. 13-Interlock shaft. 14-Forward and reverse lever shaft. 15-Plungers (four). 16-Shifter fork shafts (four). 17-Forward and reverse shifter fork. 18-Third and fourth speed shifter fork. 19-First and second speeds shifter fork. 20-Fifth and sixth speed shifter fork.

The interlock mechanism has spring-loaded plungers (15) which fit into notches on the shifter shafts (16). The interlock shaft (13) is connected to the flywheel clutch control lever. The cam on the interlock shaft locks the plungers in the notches on the shifter shafts when the flywheel clutch is engaged. This prevents the transmission gears from sliding out of position. When the clutch is disengaged, the interlock shaft is rotated, allowing the plungers to be forced out of the notches as the gears are shifted. Only a small load, created by the spring-loaded plungers, need be overcome to make a shift change.

A swinging gate lock (8) follows the lateral movement of the speed selector lever, preventing any but the desired fork from shifting.

Five Speed Transmission

FIVE SPEED TRANSMISSION
1-Rear power takeoff drive connection. 2-Fourth and fifth speed sliding gear. 3-Reverse drive pinion. 4-Forward drive pinion. 5-Forward idler gear. 6-Forward idler gear trunnion. 7-Transmission upper shaft (input). 8-First speed sliding gear. 9-Forward and reverse sliding gear. 10-Intermediate shaft. 11-Bevel pinion shaft (output). 12-First and fourth speed gear. 13-Second and fifth speed gear. 14-Third speed gear. 15-Second and third speed sliding gear.

This sliding-gear transmission has five speeds forward and three speeds in reverse. In first, second and third speeds forward, the forward drive pinion (4) on the transmission upper shaft (7) drives the forward idler gear (5). The forward idler gear meshs with and drives the forward and reverse sliding gear (9) which is splined on intermediate shaft (10).

The first speed sliding gear (8) and the second and third speed sliding gear (15) are also splined on the intermediate shaft. When a gear on the intermediate shaft is in mesh with a gear on the bevel pinion shaft (11), the transmission is in that respective forward speed.

In fourth or fifth speed, sliding speed gear (2) on the transmission upper shaft meshs with speed gear (12) to produce fourth speed, or speed gear (13) to produce fifth speed.

In first, second and third speeds reverse, the reverse drive pinion (3) on the transmission upper shaft meshs with and drives the forward and reverse sliding gear (9). This reverses the rotation of intermediate shaft (10). Thus, if a gear on the intermediate shaft meshs with a gear on the bevel pinion shaft, the transmission is in that respective reverse speed.

Six Speed Transmission

SIX SPEED TRANSMISSION
1-Rear power takeoff drive connection. 2-Fifth and sixth speed sliding gear. 3-Reverse drive pinion. 4-Forward drive pinion. 5-Forward idler gear. 6-Forward idler gear trunnion. 7-Transmission upper shaft (input). 8-First and second speed sliding gear. 9-Intermediate shaft. 10-Forward and reverse sliding gear. 11-Third and fourth speed sliding gear. 12-Bevel pinion shaft (output). 13-First speed gear. 14-Second and fifth speed gear. 15-Third and sixth speed gear. 16-Fourth speed gear.

This transmission has six forward and four reverse speeds. In first through fourth speeds forward, the forward drive pinion (4) on transmission upper shaft (7) drives the forward idler gear (5). The forward idler gear meshs with and drives the forward and reverse sliding gear (10) which is splined on intermediate shaft (9).

The first and second speed sliding gear (8) and the third and fourth speed sliding gear (11) are also splined to the intermediate shaft. When a gear on the intermediate shaft meshs with a gear on the bevel pinion shaft (12), the transmission is in that respective forward speed.

In fifth or sixth speed, the sliding speed gear (2) on the transmission upper shaft meshs with speed gear (14) to produce fifth speed, or speed gear (15) to produce sixth speed.

In first through fourth speeds reverse, the reverse drive pinion (3) on the transmission upper shaft meshs with and drives the forward and reverse sliding gear (10). This reverses the rotation of the intermediate shaft (9). Thus, if a gear on the intermediate shaft meshs with a gear on the bevel pinion shaft, the transmission is in that respective reverse speed.

Lubrication System

DIRECT DRIVE OIL SYSTEM

The transmission, steering controls and flywheel clutch share a common oil system. This system performs two basic functions.

It provides oil to the steering clutch controls to hydraulically boost the manual operation of the steering clutches.It supplies oil to cool and lubricate the bevel gear and pinion, the bevel gear cross-shaft bearings, the transmission and the flywheel clutch.

The double section oil pump is located on the rear of the flywheel clutch housing. The oil pump is gear driven by the engine flywheel. The front section of the pump draws oil from the bevel gear case sump through a magnetic strainer and forces the oil through a filter. A valve in the filter allows oil to bypass the element should the element become restricted.

The pressure of the oil from the filter is regulated by a relief valve. This pressure oil is directed to the steering clutch booster valves. These valves allow some oil to continually leak by the valves to lubricate the bevel gear cross-shaft bearings. Oil from the pressure relief valve passes into the flywheel clutch for lubrication and cooling.

The rear section of the oil pump scavenges oil through a screen in the flywheel clutch oil sump. This oil is directed to the transmission to lubricate the bearings and gears. Oil from a spray tube lubricates the bevel and pinion gear mesh. The oil then drains into the bevel gear case.

Steering Clutches, Brakes And Final Drive

The bevel pinion shaft in the transmission, drives the bevel gear. The coupling assemblies, on the ends of the bevel gear shaft connect with the steering clutch shafts. Each clutch shaft is splined into the hub of a steering clutch driving drum. Springs force the pressure plate assembly, driving discs and plate assemblies against the driving drum. The steering clutch disengages when the steering clutch release bearing assembly (connected to the pressure plate assembly) moves towards the bevel gear. This relieves the spring force, separating the driving discs from the plate assemblies.

BEVEL GEAR AND STEERING CLUTCH
1-Bevel gear shaft. 2-Bevel gear. 3-Coupling assembly. 4-Steering clutch shaft. 5-Steering clutch driving drum. 6-Steering clutch release bearing assembly. 7-Pressure plate assembly. 8-Driving disc. 9-Plate assembly.

The steering clutch driven drum encloses the pressure plate assembly, driving discs, plate assemblies and driving drum. Teeth on the outer diameter of each plate assembly mesh with teeth in the driven drum.

DRUM AND FINAL DRIVE
10-Steering clutch driven drum. 11-Final drive pinion flange. 12-Final drive pinion. 13-Final drive gear. 14-Brake band. 15-Final drive hub.

The steering clutch driven drum connects to the final drive flange on the final drive pinion. The final drive hub is splined into the sprocket. The sprocket drives the track to propel the tractor.

FINAL DRIVE
10-Steering clutch driven drum. 12-Final drive pinion. 13-Final drive gear. 15-Final drive hub. 16-Sprocket. 17-Sprocket shaft. 18-Duo-Cone floating seals. 19-Final drive hub bearing adjusting nut. 20-Final drive support.

The bevel gear, bevel gear shaft, steering clutch and final drive pinion rotate as a unit. Disengaging a steering clutch disconnects the drive between the bevel gear shaft and the final drive pinion.

The right and left steering clutch levers connect with the hydraulic boost steering clutch release control. A lever is pulled to actuate the hydraulic boost to disengage a steering clutch.

Self-energizing band-type brakes supplement the steering clutch to steer the tractor. The brakes are also used to stop the tractor. The parking brake connects with the right brake linkage. Applying the right brake and depressing the parking brake lever engages the pawl with the ratchet.

BRAKE MECHANISM
The arrows indicate the movement of the components when the brake is applied. Components indicated are: 14-Brake band. 21-Lever. 22-Brake adjusting nut. 23-Brake pedal return spring. 24-Parking brake pawl. 25-Parking brake lever. 26-Brake pedal. 27-Rod. 28-Parking brake ratchet. 29-Rod.

Hydraulic Steering Booster Control

Each steering clutch lever on the dash panel connects through linkage to valves in the hydraulic steering booster control.

STEERING BOOSTER
1-Lever (to steering clutch release bearing). 2-Piston. 3-Valve. 4-Valve return spring. 5-Oil inlet port.

Pressure oil from the transmission oil filter enters the inlet port and flows around the valves. Pulling a steering clutch control lever moves the valve to a position where this oil flows through the center of the valve into the piston. Pressure oil moves the piston. The piston moves the lever linked to the steering clutch release bearing assembly. The movement of the release bearing disengages the steering clutch.

When the operator releases the steering clutch control lever, the linkage moves away from the valve in the booster control. The valve return spring moves the valve and piston to the position where oil cannot flow through the valve to the piston. Springs in the steering clutch engage the clutch.

When the engine is operating there is a controlled leakage of oil from the valves in the booster control. This oil flows through oil lines to lubricate the bevel gear shaft bearings.

Undercarriage

TRACK ROLLER FRAME GROUP
1-Sprocket. 2-Recoil spring. 3-Track carrier roller. 4-Track adjuster. 5-Front idler. 6-Track roller. 7-Track roller frame. 8-Track.

The undercarriage connects to the chassis and final drive to support machine weight and provide mobility. Two separate track assemblies are maintained in parallel alignment by diagonal braces, but are free to oscillate independently.

Track carrier rollers support the track between sprocket and idler. Front idlers guide the track. Track rollers ride the rails formed by the track links and distribute the weight of the machine along the track.

Front idlers, track rollers, and track carrier rollers utilize Duo-cone floating seals to retain lubricant and keep out dirt.

Machines may be equipped with either hydraulic or mechanical track adjusters.

Track Roller Frame

Separate track roller frames attach to the final drive shafts and to the steering clutch and bevel gear case. The roller frames are held parallel by the diagonal braces, but move independently.

Mounted on the roller frames are the front idlers, track and track carrier rollers, recoil springs, track adjusters, and final drive supports.

Alignment of roller frame and final drive is controlled by shim adjustment of the final drive supports.

Track Carrier Rollers

The track carrier rollers support the track between the sprocket and the front idler. The carrier roller shaft is secured in the roller support bracket by a split clamp. The support bracket is bolted to the roller frame.

TRACK CARRIER ROLLER
1-Shaft. 2-Duo-cone seal. 3-Dowels (two). 4-Roller bearings. 5-Plug. 6-End collar. 7-Carrier roller. 8-End cover.

Alignment of the carrier rollers with the sprocket and idler can be accomplished by in and out adjustment of the roller shaft in the support bracket. Carrier rollers turn on two preloaded, tapered roller bearings.

Track Rollers

Track rollers distribute the weight of the machine along the rails formed by the track links. A single flange roller follows the front idler. Next is a double flange roller followed by a double, a single, a double, and a single flange roller in front of the sprocket.

The roller shafts ride on center thrust bearings. The center flange of the roller shaft handles the side thrust of the roller. Side movement or end clearance of the shaft is not adjustable.

TRACK ROLLER
1-Lock. 2-Inner end collar. 3-Bearings. 4-Outer end collar. 5-Shaft. 6-Duo-cone seals. 7-Track roller.

Front Idler

The front idlers guide the track into position in front of the track rollers. Each idler rotates on a hardened shaft and center thrust bearings. The center flange of the shaft takes the side thrust of the idler. Side movement or end clearance of the shaft is not adjustable.

The ends of the idler shafts are secured in bearing assemblies supported by plate assemblies. Springs in the bearing assemblies force the plates down against the tops of the track roller frames.

Alignment of front idler with the track rollers is accomplished with shims between the bearing assemblies and outer plates.

FRONT IDLER
1-Fill plug. 2-Bearing assembly. 3-Duo-cone seal. 4-Bearings. 5-Spring assemblies. 6-Plate assembly. 7-Wear strip. 8-Front idler. 9-Idler shaft. 10-Track roller frame.

Recoil Spring And Track Adjusting Mechanisms

The recoil spring is normally compressed and held between a bracket and stops on the track roller frame and does not exert pressure against the track.

If objects become caught between track and rollers, idler or sprocket, the front idler will move to the rear and compress the recoil spring. This prevents the track from being overstressed.

Compression of the recoil spring is limited by the sleeve on the recoil spring bolt. A recoil spring nut may be used to retain spring compression if the spring assembly is to be removed. The nut has no other purpose.

For proper machine operation, the recoil spring nut must be positioned and locked so that the end of the recoil spring nut extends .062 in. (1,57 mm) beyond the end of the recoil spring rod. The recoil spring nut is locked by tightening the bolt in the end of the recoil spring rod.

Screw Type Track Adjuster

The screw type adjuster moves the idler forward when the adjusting screw is turned out of the nut assembly. The adjusting screw, idler arms, and idler move as a unit for track tightening. Refer to TESTING AND ADJUSTING for adjustment procedure.

SCREW TYPE TRACK ADJUSTER
1-Recoil spring stud nut. 2-Recoil spring. 3-Sleeve. 4-Stops (two). 5-Nut assembly. 6-Adjusting screw. 7-Front idler arms. 8-Recoil spring stud.

Hydraulic Type Track Adjuster

HYDRAULIC TYPE TRACK ADJUSTER
1-Recoil spring stud nut. 2-Recoil spring. 3-Recoil spring stud. 4-Sleeve. 5-Track adjusting cylinder. 6-Front pilot. 7-Cavity. 8-Front idler recoil rod. 9-Track adjusting piston. 10-Stops (two).

Forward track adjustment is obtained by forcing lubricant into the cavity of the track adjuster cylinder. This moves the recoil rod and front idler forward, tightening the track. Hydraulic pressure can be relieved by opening the relief valve. Refer to TESTING AND ADJUSTING for adjustment procedure.

Track

TRACK
1-Spacer. 2-Master pin. 3-Coned disc seal washers. 4-Master bushing. 5-Track bushing. 6-Link. 7-Track pin. 8-Coned disc seal washers.

The track link assembly includes links, pins, seal washers, and bushings. Each link overlaps the preceding link to form a continuous chain. Coned disc seal washers reduce entrance of abrasives at joints and help prevent internal wear.

All track bushings are the same length, except the master bushings which are shorter. Master pins can be identified by an indention in the end.

Size and shape of track grouser shoes may be matched to machine working conditions.

Problem Solving

This is intended as a reference for locating and correcting problems that may occur in the power train. In the event further investigation is necessary, use of the 7S8875 or 8M2736 Hydraulic Test Box will be helpful. Pressure tap locations and testing and adjusting procedures are defined in FLYWHEEL CLUTCH, TRANSMISSION AND CONTROLS-TESTING AND ADJUSTING.

In all instances, visual checks of the machine should be made first and then operational checks before proceeding to instrumentation tests.

Visual Checks

1. Check the oil level of the transmission.

2. Check the oil level of the final drives.

3. Inspect all external oil lines, connections and external valving for leaks or damage.

4. Check the flywheel clutch and transmission control linkages and steering and brake control linkages for damage and/or adjustment.

5. Rotate the universal joint in both directions by hand. It should rotate freely except when cold oil causes drag. If it does not turn, disconnect the universal joint and determine if the transmission is locked.

6. Check the magnetic strainer, filter and scavenge pump screen for foreign material. If metal particles are found, clean all components in the lubricating oil system and recondition the damaged components.

Operational Checks

With the engine running, move the transmission speed selector lever to all positions. Operate the machine in all speeds and both directions. Listen for unusual noises and determine their source.

Operation Check List

Transmission

PROBLEM: Does not operate in any speed or slips in all speeds.

PROBABLE CAUSE:

1 Flywheel clutch failure.

2 Mechanical failure in transmission.

3 Steering clutch failure.

4 Bevel gear failure.

PROBLEM: Operates in reverse speeds only or forward speeds only.

PROBABLE CAUSE:

1 Control linkage broken, loose or incorrectly adjusted.

2 Mechanical failure in transmission.

PROBLEM: Transmission does not shift.

PROBABLE CAUSE:

1 Incorrect linkage adjustment or worn or broken parts.

2 Mechanical failure in transmission.

PROBLEM: Transmission will not stay in gear under load condition.

PROBABLE CAUSE:

1 Interlock linkage bent or broken.

2 Broken interlock linkage spring.

3 Ends of interlock plungers and/or notches in shifter shafts worn.

4 Weak or broken interlock plunger springs.

PROBLEM: Transmission hard to shift.

PROBABLE CAUSE:

1 Worn or damaged shifter forks.

PROBLEM: Locked transmission.

PROBABLE CAUSE:

1 Bearing failure on one or more shafts.

2 Broken gear.

3 One or more gears incorrectly meshed (transmission in two speeds).

PROBLEM: Transmission remains in gear when selector lever is in NEUTRAL.

PROBABLE CAUSE:

1 Control linkage broken, loose or incorrectly adjusted.

2 Mechanical failure in transmission.

PROBLEM: Overheating of the transmission.

PROBABLE CAUSE:

1 High oil level.

2 Low oil flow as a result of a worn oil pump or extreme leakage in the lubricating oil system.

PROBLEM: Unusually noisy pump.

PROBABLE CAUSE:

1 Intermittent loud popping sound which gives the impression that foreign materials are passing through the pump may be caused by pump cavitation.

2 A constant loud milling or gritting noise may be an indication of pump failure.

Steering

PROBLEM: Machine will not turn in one direction.

PROBABLE CAUSE:

1 Steering control linkage incorrectly adjusted.

2 Excessive leakage in clutch release booster control valve.

3 Worn steering clutch discs and plates.

4 Steering clutch release mechanism failure.

PROBLEM: Machine will not steer in either direction.

PROBABLE CAUSE:

1 Low pump output.

2 Leakage in the lines to the clutch release booster control valve.

3 Relief valve set low or leaking.

4 Incorrectly adjusted steering and brake linkage.

5 Steering clutch release mechanism failure.

PROBLEM: Machine veers in either direction with both steering clutches engaged.

PROBABLE CAUSE:

1 Incorrectly adjusted linkage.

2 Worn steering clutch plates.

3 Weak or broken steering clutch springs.

4 Broken steering clutch spring retaining bolts.

5 Worn serrations on driving and driven steering clutch drums.

PROBLEM: Sluggish steering.

PROBABLE CAUSE:

1 Incorrectly adjusted, worn or broken linkage.

2 Worn brake lining.

3 Low pump output.

4 Worn serrations on driving and driven steering clutch drums.

Flywheel Clutch, Transmission And Controls

All tests and adjustments can be made using individual pressure gauges, the 7S8875 or the 8M2736 Hydraulic Test Box. The transmission oil must be at normal operating temperature when the tests are made.

The flywheel clutch, transmission and steering clutch control linkages must be adjusted correctly when testing.

Show/hide table

When a suitable test area is not available and testing must be done in close quarters, lock the brakes and block the machine to prevent it from moving. Keep all unauthorized personnel off the machine and off to one side within view of the operator.

COMPONENT LOCATION
1-Steering clutch release hydraulic booster. 2-Transmission case. 3-Flywheel clutch vent line. 4-Oil filter. 5-Flywheel clutch housing. 6-Bevel gear case. 8-Magnetic strainer. 9-Relief valve. 10-Circulating and scavenge pump. A-Oil pump and steering clutch booster oil pressure tap. B-Transmission lubrication oil pressure tap.

TRANSMISSION OIL SYSTEM SCHEMATIC
1-Steering clutch release hydraulic booster. 2-Transmission case. 3-Flywheel clutch vent line. 4-Oil filter. 4-Flywheel clutch housing. 6-Bevel gear case. 7-Bevel gear and pinion. 8-Magnetic strainer. 9-Relief valve. 10-Circulating and scavenge pump. A-Oil pump and steering clutch booster oil pressure tap. B-Transmission lubrication oil pressure tap.

3S819 RELIEF VALVE
9-Relief valve. 11-Spacers, (see chart).

NOTE: Install the thickest spacers next to the spring.

Flywheel Clutch Adjustment

1. Remove the clutch inspection cover.

2. Turn the flywheel until one of the adjustment locknuts (2) is accessible. Loosen the locknut about two turns. Tap the plate slightly to be sure it is free on the stud. Rotate the flywheel 180° and loosen other locknut in the same manner.

ADJUSTING CLUTCH
1-Adjusting ring. 2-Locknut.

3. Turn adjusting ring (1), with the notches provided, until correct amount of pull is obtained on clutch lever, 55 ± 5 lb. (24,9 ± 2,3 kg).

4. Tighten locknut (2) to a torque of 30 lb. ft. (4,1 mkg).

Flywheel Clutch And Gear Shift Interlock Linkage Adjustment

Set interlock control rod (3) to dimension (B). Engage the flywheel clutch and adjust control rod (4) to place flywheel clutch control lever handle in a vertical position (A) near the seat arm (1).

CLUTCH AND INTERLOCK LINKAGE
1-Arm rest. 2-Flywheel clutch control lever. 3-Gear shift interlock control rod. 4-Flywheel clutch control rod. A-Adjusted to vertical position. B-4.656 in. (118,26 mm) dimension.

Clutch Brake Adjustment

1. Loosen locknut (1) and with the clutch hand lever held forward in the BRAKING position, turn rod (2) until the brake lining just touches the brake drum.

2. With the clutch hand lever released, turn adjusting rod (2) two turns clockwise and tighten locknut (1).

CLUTCH BRAKE ADJUSTMENT
1-Locknut. 2-Rod assembly. 3-Yoke.

Bevel Gear And Pinion

Bevel Gear Shaft Bearing Preload

The bevel gear and pinion must be positioned to obtain the correct tooth contact. The pinion can be moved toward or away from the centerline of the bevel gear and bevel gear shaft with shims located between the pinion shaft front bearing cage and the transmission case. Shims between each bevel gear shaft bearing cage and the face of the bevel gear case permit moving the bevel gear toward or away from the centerline of the bevel pinion shaft. Moving either the bevel gear or the pinion affects both backlash and tooth contact so the two must be adjusted at the same time.

1. Install a full shim pack under the left side bearing cage to provide backlash between the bevel gear and pinion.

2. Install the right side bearing cage without shims. Tighten the bolts evenly while slowly rotating the bevel gear until a definite preload is noticeable on the bevel gear shaft bearings.

3. Evenly back off the bolts on the right bearing cage until approximately .002 in. (0,05 mm) end clearance is obtained on the bevel gear shaft being sure there is backlash between the bevel gear and pinion.

4. Using a thickness gauge, measure the clearance between the flange of the right bearing cage and the face of the bevel gear case at each bolt location. Make sure that the clearance is the same at each bolt location.

5. Remove the cage and install shims with a total thickness the same as the clearance measured in Step 4 less .007 in. (0,18 mm) to give the required preload to the bevel gear shaft bearings. Proper preload has been obtained when 85 - 100 lb. in. (98,0 - 115,3 cm.kg) is required to rotate bevel gear shaft.

6. Again install the bearing cage and lockwashers. Tighten the bolts.

7. Adjust the backlash.

Backlash Adjustment

The amount of backlash between each bevel gear and pinion set on original installation, is determined at the factory. On a replacement gear or pinion, adjust the backlash to .007-.014 in. (0,18 -0,36 mm).

1. Block the bevel gear so it cannot rotate.

2. Position the dial indicator on a bevel gear tooth.

MEASURING PINION TO BEVEL GEAR BACKLASH.

NOTE: Either an 8S2328 Indicator Group or 7H1942 Indicator, 7H1945 Holding Rod, 7H1948 Snug, 8S2327 Post and 8S2329 Base can be used to check the bevel gear backlash.

3. Rock the bevel pinion back and forth.

4. The amount of backlash is the difference in reading on the dial indicator.

5. Check the backlash at four different locations (90° apart) on the bevel gear, taking the lowest reading as the position to check the backlash.

6. To increase backlash, remove shims from the right side bearing cage and install them under the left side bearing cage.

7. To decrease backlash, remove shims from the left side bearing cage and install them under the right side bearing cage.

NOTE: The preload on the bevel gear shaft bearings will not be altered by moving shims from one side to the other if the same total number of shims is maintained.

Bevel Gear And Pinion

If the same pinion shaft is reinstalled in the same bevel gear case, use the same shims between the pinion shaft bearing cage and the transfer gear case that were removed. The pinion can be located by observing the tooth contact pattern made by the pinion gear teeth on the bevel gear teeth. This can be done in the following manner.

Use sufficient shims between the pinion shaft bearing cage and the transmission case to align the heel ends of the bevel gear and pinion gear teeth. This will place the pinion in nearly the correct relationship with the bevel gear.

ALIGNING THE BEVEL GEAR AND PINION

Adjust the bevel gear backlash as described in the topic, BACKLASH ADJUSTMENT. This should give a very close adjustment.

To further check the adjustment, chalk the bevel gear teeth (discolor). Rotate the pinion and bevel gear to produce a tooth contact pattern on the bevel gear teeth. Correct tooth contact starts near the toe and extends approximately 30 per cent of the length of a bevel gear tooth.

CORRECT TOOTH CONTACT

If tooth contact is more on one side of a tooth or is near the heel of a tooth, the location of the pinion shaft must be readjusted. Add or remove shims to relocate the pinion shaft. Readjust the bevel gear backlash. Produce another tooth contact pattern. It may be necessary to make several pinion and bevel gear adjustments to obtain both correct tooth contact and backlash.

Steering Clutches And Brakes

Steering Clutch Control Linkage Adjustment

Steering clutch adjustments change the positions of the steering clutch handles. The linkage is adjusted when the handles are too close to the dash and when the handles do not align.

STEERING CLUTCH CONTROL LINKAGE
1-Steering clutch hydraulic release booster. 2-Control rod. 3-Steering clutch control handle. 4-Stop bolt and locknuts. 5-Lever. 6-Control handle locknut. 7-Steering clutch adjustment nut. 8-Adjustment locknut. A-2.50 ± .12 in. (63,5 ± 3,05 mm) dimension.

1. Adjust the length of each control rod to remove all slack between steering control levers and the booster control valves. Shorten each rod an additional one-half (1/2) turn and tighten the locknuts.

2. Loosen the locknuts on the stop bolt (the stop bolt is behind the dash).

3. With the engine running, pull the steering clutch control handle and hold it against the stop (the stop is in the hydraulic booster).

4. Adjust the stop bolt against the lever and release the control handle.

5. Lengthen the stop bolt an additional one-half (1/2) turn and tighten the locknuts. The bolt is now the steering clutch release stop.

6. Loosen the control handle locknut. Turn the control handle until the center line of the handle is dimension A from the front of the panel. Align both handles. Tighten the control handle locknuts.

Steering Clutch And Parking Brake Linkage Adjustment

Steering clutch brake adjustments change the positions of the brake pedals. The linkage is adjusted when the pedals are not the recommended distance from the seat frame and when the pedals do not align.

BRAKE CONTROL LINKAGE
1-Stop. 2-Pawl. 3-Parking brake rod. 4-Seat frame. 5-Parking brake lever handle. 6-Brake pedal. 7-Brake band control rod. 8-Brake pedal control rod. A-1.00 in (25,4 mm) dimension. B-15.81 in. (401,6 mm) dimension. C-18.81 in. (477,8 mm) dimension.

1. Adjust the length of each brake band control rod to dimension C. Tighten the locknuts.

2. Adjust the length of each brake pedal control rod to position each brake pedal pad to dimension B from the seat frame. Tighten the locknuts.

3. The right brake linkage includes linkage to engage the parking brake. Move the parking brake handle toward the seat frame to position the pawl against the stop.

4. With the pawl against the stop, adjust the length of the parking brake rod to position the parking brake handle to dimension A from the seat frame. Tighten the locknut.

Undercarriage

Aligning Track Roller Frame With Sprocket

1. When installing the track roller frame, the center of track rollers should be centered with the drive sprocket. The track should lead straight off of the rear roller onto the drive sprocket and not rub against either the sides of the sprocket or the rims of the track roller.

2. The drive sprocket should be centered in the recess of the rear track roller so the spaces between the outer face of the sprocket and the inner edge of the track roller rim on both sides are equal.

3. When this is properly adjusted, the diagonal brace should be checked to see there is clearance on both sides of the diagonal brace in the recess of the steering clutch case.

ALIGNING TRACK ROLLER FRAME WITH SPROCKET
1-Cap. 2-Nut. 3-Shims. 4-Outer bearing assembly. 5-Rear track roller. 6-Track roller frame. 7-Lock ring. 8-Drive sprocket. 9-Retainer assembly. 10-Clearance. 11-Holder assembly. 12-Clearance. 13-Diagonal brace. 14-Clearance. 15-Clearance. 16-Steering clutch case.

4. Make this adjustment by removing the cap from the outer bearing assembly and removing the lock ring, nut and retainer assembly.

5. Add shims between the retainer assembly and the holder assembly to move the roller frame away from the tractor. This will decrease the clearance at (12) and (14) and increase the clearance at (10) and (15).

6. Remove shims to allow the roller frame to move closer to the tractor. This will decrease the clearance on the inside at (10) and (15) and increase the clearance at (12) and (14).

Adjusting Track

CHECKING THE TRACK ADJUSTMENT (Typical Example)
A-1" to 11/2" sag at this point.

Operate the tracks without excessive tension to minimize wear. When properly adjusted there should be 1" to 11/2" sag measured at a point half way between the track carrier roller and front idler as shown at (A).

Hydraulic Type Track Adjuster

To bleed the air from the hydraulic track adjusting mechanism and to assure complete filling of the lubricant compartment, follow this procedure:

1. Remove the guard from over the track adjusting mechanism.

2. With relief valve (1) opened one turn counterclockwise, force SAE 30 lubricating oil through fill valve (3).

TRACK ADJUSTMENT CROSS SECTION
1-Relief valve. 2-Vent hole. 3-Fill valve.

3. When the oil flowing out vent hole (2) from the opened relief valve (1) no longer contains air bubbles, close the relief valve and continue filling with lubricating oil until the track has 1" to 11/2" sag.

4. Operate the machine backward and forward to equalize the adjustment. Recheck adjustment.

NOTE: Tighten valves (1) and (3) to 20-30 lb. ft. (2,8-4,1 mkg).

5. Make subsequent track adjustment by forcing ball and roller bearing lubricant into fill valve (3) with grease gun until the track has the required sag.

Show/hide table

NOTICE

Do not attempt to make track adjustment when distance (B) is or will be less than .125 in. (3,18 mm).

TRACK ADJUSTMENT
1-Relief valve. 3-Fill valve. B-Maximum permissible distance between stops, .125 in. (3,18 mm).

6. Operate the machine backward and forward to equalize the adjustment. Recheck adjustment.

Screw Type Track Adjuster

Remove cover at rear of front idler and loosen clamp nuts (2) on front idler arms. Turn adjusting screw assembly (1) to obtain the required sag.

Operate the machine backward and forward to equalize the adjustment. Recheck adjustment. Tighten the clamp nuts and replace the cover.

Show/hide table

NOTICE

Do not attempt to make track adjustment when distance (C) is or will be more than 14.375 in. (365 mm).

TRACK ADJUSTMENT
1-Adjusting screw. 2-Clamp nuts. 3-Nut assembly. C-Maximum permissible distance between adjusting screw hexagonal surface and nut assembly, 14.375 in. (365 mm).

Roller And Idler Lubrication

Track rollers, track carrier rollers, and front idlers are lubricated when installed and should not need lubrication unless disassembled.

Should lubrication be necessary, the lubrication cavity is filled through a 5M2080 Nozzle with the roller shaft in a horizontal position.

Track Carrier Rollers

The plug is replaced by the 5M2080 Nozzle and lubricant is forced into the center passage. The lubricant fills the cavity between shaft and roller up to plug level. During filling, air is forced out through nozzle relief threads.

When lubricant, free of air, flows out at the nozzle relief, remove the nozzle and install the plug. Tighten the plug to 125 ± 15 lb. ft (17,3 ± 2,1 mkg).

TRACK CARRIER ROLLER
1-Shaft. 2-Duo-cone seals. 3-Passage. 4-Cover. 5-Bearings. 6-Plug.

If track carrier rollers are lubricated off the machine, the shaft must be in a horizontal position to assure proper lubricant level.

Track Rollers

Lubricant is forced into the center passage through a 5M2080 Nozzle threaded into the shaft in place of the plug. The lubricant fills the reservoirs and forces air and lubricant out through nozzle relief threads.

When lubricant is free of air bubbles, remove the nozzle and re-install the plug. Tighten the plug to 125 ± 15 lb. ft. (17,3 ± 2,1 mkg).

If the track rollers are lubricated off the machine, the shaft must be in a horizontal position. Rollers with a flat surface on one side of the shaft must have the flat facing upward. Rollers with completely round shafts have a slot which must be positioned downward.

TRACK ROLLER
1-Shaft. 2-Duo-cone seals. 3-Plug. 4-Reservoirs. 5-Passage.

Front Idler

The front idler must be lubricated with the idler shaft in its LOW position. In machines where shaft positioning is possible, this may require unbolting the idler end bearing from the yoke and rotating the bearing 180° before lubrication. This should place the narrow portion of the bearing down and the idler shaft in the LOW position.

The plug is replaced by a 5M2080 Nozzle and lubricant is forced into the center passage. The lubricant fills the cavities around the shaft, and lubricant and air is forced out through relief threads in the nozzle. When lubricant is free of air, remove the nozzle and install the plug. Tighten the plug to 125 ± 15 lb. ft. (17,3 ± 2,1 mkg).

FRONT IDLER
1-End bearing. 2-Passage. 3-Shaft. 4-Plug. 5-Duo-cone seals.