1-1 General Specifications-FE-65
SECTION ONE FE-65 TRACTOR
GROUP I
GENERAL SPECIFICATIONS
FILL-UP DATA
Engine sump ............................................. 10½ pints
Transmission............................................. 6.6 Imp gal
Air cleaner bowl ................................. l½ pints
Epicyclic hubs ................ ...................... I 2/3 pints
Steering gearbox .......... ......... ............ I 7/8 pints
PTO pulley .................. .................... ........ l½ pints
Cooling system ....................................... 20 pints
Power steering reservoir ............ 3 pints
Fuel tank ...................................... ....... .... 11 gal
PERFORMANCE
Brake hp (bare engine) .................. 50.5 at2000 rpm
Belt hp (bare engine) ..................... 47.5 at2000 rpm
Drawbar hp ............................................. 42.2 at 2000 rpm
Hp available at Pto ........................ 46 at2000 rpm
TORQUE FIGURES
Cylinder head nuts .................. ........ 55/60
Main bearing setscrews .................. 110/120
Connecting rod nuts ........................ 70/80
Flywheel setscrews ........................... 75 lb/ft
OVERALL DIMENSIONS
Wheelbase .................................................. 84"
Normal track.......................................... Front 48"
Rear 52"
Track adjustment .............................. Front 48"-80''
Rear 48"-76"
Turning circle diameter.................. 24 ft at 52" track
without brakes
Ground clearance................................. Under centre 14¼"
Under front Axle
21"
Under rear Axle
23"
Overall Length....................................... 133" approx
Overall width .......................................... 72" at 52" track
Overall height ....................................... 58"
TYRES
Front .................................................. ............ 6 X 16
Rear............................................................. :.... 11 X 32 or
13 X 28
Tyre pressures .................. ................... Front26 lb.
Rear121b
Weight (with fuel, oil and
water) ................................................... 4010 lb approx
TABLE OF CONTENTS

GROUP l - GENERAL SPECIFICATIONS

GROUP 2 - ENGINE
GROUP 3 - COOLING SYSTEM
GROUP 4 - FUEL SYSTEM
GROUP 5 - ELECTRICAL SYSTEM
GROUP 6 - LIGHTING SYSTEM
GROUP 7 - CLUTCH
GROUP 8 - TRANSMISSION
GROUP 9 - REAR AXLE
GROUP 10 - HYDRAULIC SYSTEM
GROUP 11 - POWER TAKE-OFF
GROUP fa - STEERING f

GROUP 13 - FRONT AXLE

GROUP 14 - BRAKES
GROUP 15 - SEAT, HOOD AND FENDERS.

.<'> ·" .. -·-••»···•· -·· ,.. •"' - ·• ,_,,...,,.,-,.,,..--11

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 WORKSHOP MANUAL

FOR

MASSEY -FERGUSON
. TRACTORS
MODEL FE-65
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 TABLE OF CONTENTS

- GROUP 1 - GENERAL SPECIFICATIONS

GROUP 2 - ENGINE
GROUP 3 - COOLING SYSTEM
GROUP 4 - FUEL SYSTEM
GROUP 5 - ELECTRICAL SYSTEM
GROUP 6 - LIGHTING SYSTEM
GROUP 7 - CLUTCH
GROUP 8 - TRANSMISSION
GROUP 9 - REAR AXLE

- GROUP 10 - HYDRAULIC SYSTEM

GROUP 11 - POWER TAKE-OFF
GROUP fa - STEERING
GROUP 13 - FRONT AXLE
GROUP 14 - BRAKES
GROUP 15 - SEAT, HOOD AND FENDERS.
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 1-1 General Specifications-FE-65

SECTION ONE FE-65 TRACTOR

GROUP 1

GENERAL SPECIFICATIONS

FILL-UP DATA OVERALL D™ENSIONS

Engine sump............................................. IO½ pints Wheelbase .................... ..............................
84"
Transmission............................................. 6.6 Imp gal Normal track ..........................................
Front 48"
Air cleaner bowl ................................. I½ pints Rear 52"
Epicyclic hubs ....................................... l 2/3 pints Track adjustment .............................. Front 48"-80;,
Steering gearbox ................................. l 7/8 pints Rear 48"-76"
PTO pulley ................................................ I½ pints Turning circle diameter .................. 24 ft at 52" track
Cooling system ....................................... 20 pints without brakes
Power steering reservoir ............ 3 pints Ground clearance................................. Under centre 14¼"
Fuel tank ................................................... 11 gal Under front Axle
21"
Under rear Axle
PERFORMANCE 2 3"
Overall Length ....................................... 133" approx
Brake hp (bare engine) .................. 50.5 at 2000 rpm Overall width ............... ........................ . 72" at 52" track
Belt hp (bare engine) ..................... 47.5 at 2000 rpm Overall height ········-····························· 58"
Drawbar hp ........... ................................. 42.2 at 2000 rpm
Hp available at Pto ........................ 46 at 2000 rpm TYRES
Front ............................................................... 6 X 16
TORQUE FIGURES Rear ............................................................. :.... 11 X 32 or
13 X 28
Cylinder head nuts ........................... 55/60 Tyre pressures ....................................... Front 26 lb.
Main bearing setscrews .................. I 10/120 Rear 12 Ip
Connecting rod nuts ........................ 70/80 Weight (with fuel, oil and
Flywheel setscrews ........................... 75 lb/ft water) ·············································-···· 4010 lb approx

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 FE-65 Engine 2-1

GROUP 2

ENGINE

SPECIFICATIONS .............. ............... ...................................................................... .............. 2-'.L

SERVICE INFORMATION_: PROCEDURES

1. GENERAL DESCRIPTION ........................................................................ 2-5
2. LUBRICATION SYSTEM ........................................................................... 2-5
3. LUBRICATING OIL PUMP ..................................................................... 2-7
4. OIL STRAINERS AND FILTER ................................................... 2-7
5. CYLINDER HEAD ............................................................................................ 2-8
6. PISTONS AND CONNECTING RODS .......................................... 2-10
7. CRANKSHAFT AND MAIN BEARINGS .............................. 2-12
8. CAMSHAFT AND TIMING MECHANISM ........................ 2-14
 2-2 Engine. FE-65

SPECIFICATIONS

4-A-192 ENGINE Thrust washer (top and bottom) diameter 3.552"

3.562"
No of cylinders ....................................... 4 Cylinder block recess for thrust washer 3.568"
Bore ................................................................. 3.5" 3.564"
Stroke ............................................................ 5" Dowel-main bearing cap (diameter) ...... .75(Y'
Cubic capacity ....................................... 192 cu in .751"
Compression ratio .............................. 16.5 : 1 Clearance ............................................................ ........ -.0015"
Firing order ............................................. 1, 3, 4, 2 +.00075"
Brake hp (bare engine) .................. 50.5 at 2000 rpm Cylinder block bore for dowel ........................ .75075"
Belt hp (bare engine) .................. 47.5 at 2000 rpm .7495"
MAIN BEARINGS BIG END
Housing bores ..................................................................... 2.9175" Crankpin diameter ......................................................... 2.249"
(Front, centre, rear) .......................................... 2.9165" 2.2485"
Radial thickness of bearings ...................... .... .08225" Can be reground -.010", -.020" or -.030" but
(Front, centre, rear) .......................................... .0825" fillet radii of 5/32" ( +.0156", -.000") must be
Bearing bore diameter ............................................. 2.7530" maintained.
(Ref only) .................................................................. 2.7517" Bearing bore diameter ............... ...... ...................... 2.252"
Crankshaft clearance ................................................... .0027" 2.251"
.0045" Clearance ..................................................................... .0035"
Also available .010", .020" or .030" under­ .002"
size by adding suffix A, B or C Also available .010", .020" or .030" undersize by
respectively to part No. adding suffix A, B or C respectively to Part No.
ii Conn rod bore diameter .......................................... 2.3955"
CRANKSHAFI' 2.3950"
Radial thickness of bearings ................................. .07175"
Journal diameters ..............:........................................ ... 2.7490" .072"
2.7485" Conn rod big end width ....................................... .. 1.5525"
Can be reground -.010", -.020", -.030" but 1.5502"
fillet radii of 3/32" ( + .0156", -.000") on No. 1 Big end endfloat ............................................................ .0095"
to 4 journals and ¼" ( +.010", -. 000" on No. 5 .0133"
rear journal must be maintained. Crankpin width ............ .................................................. 1.5635"
Rear journal length ...................................................... 1.87625" 1.562"
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1.87425"
End float ..................................................................... .010" SMALL END
.002"
Rear bearing housing width ...:....................... 1.620" Bore for bush ..................................................................... 1.37620"
(Between thrust washer recesses) ...... 1.622" 1.37475"
Thrust washer (top and bottom thickness 0.125" Clearance ..................................................................... -.00525"
0.123" -.0023"

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 FE-65 Engine 2-3

Bush external diameter ............................................. 1.3800" Fitted gaps - rings 1st (chrome plated) .015"
1.3785" .010''
Bush internal diameter ............................................. 1.2515" 2nd and 3rd .......................................................................... .015"
1.2505" .009"
Clearance ··················································-················· .0005" 4th and 5th ................. ............. ........................................... .009"
.00175" .013"
Gudgeon pin diameter ............................................. 1.250"
1.24975" Pistons and rings are also available .030" oversize
Gudgeon pin holes in piston .............................. 1.250" by adding suffix C to part No.
1.2495" Piston rings. Three compression rings and one
Clearance .................................................................. .0005" scraper ring above the gudgeon pin and one scraper
+.00025" ring below. The top compression ring is chrome
Rod alignment between plated, the third compression ring is a cord ring.
large and small end
bores with small end CAMSHAFT
bush filled ................................. at 5" centres + .005" Journal diameter (No 1) front ........................... 1.870"
CYLINDER BLOCK AND LINERS 1.869"
Cylinder block bore ...................................................... 3.6875" Clea·rance ..................................................................... .008''
3.6865" .004"
Liner ............................................................................................. 3.6905" Housing bore (No 1) front .................................... 1.877"
3.6895" 1.874"
Clearance ·-···············•··········-···························..········· -.004" Journal diameter (No 2) centre ........................... 1.860"
-.002" 1.859"
Top· flange of liner ......................................................... .1875" Clearance ..................................................................... .008"
(thickness) .............................................................. ... .1855" .004"
_J l\.ecess in block for top flange of liner ...... .1935" Housing bore (No 2) centre ......................... ....... 1.867"
.1905" 1.864"
Clearance below block top face .................. .008" Journal diameter (No 3) rear ...........-,........ ...... 1.840"
.003" 1.839"
Liner top diameter (flange) 3.71875" Clearance ..................................................................... .008''
3.71675" .004"
Cylinder block top bore for liner .................. 3.71875" Housing bore (No 3) rear ... ............................... 1.847"
3.72375" 1.844"
'.: Clearance ......................_........................................... .. .000" Camshaft spigot diameter ..... .............................. 1.9995"
.007" 1:9985"
Total height of cylinder block ........................... 13.7445" Clearance ..................................................................... .000''
.0025''
_,_ 13.7395"
Camshaft gear bore ...................................................... 2.001"
PISTONS AND SLEEVES 1.9995"
Liner bore .............................................................................. 3.502" Camshaft thrust plate diameter ......................- 2.5675"
3.501" 2.5575"
Ring groove width (top and 2nd) .................. .0967" Clearance ..................................................................... .025"
.0957" .005"
Clearance ..................................................................... .0039" Cylinder block bore for thrust plate ...... 2.5725"
.0019" 2.5825"
Compression ring width .......................................... .0938" · Camshaft thrust plate (thickness) .................. ·.125"
.0928" .130"
Ring groove width (3rd) ............................................. .128" Clearance .................. ...... ........................................... -.008''
.127" + .003"
Ring groove width (4th and 5th) .................. .253" Cylinder block recess for thrust plate ...... .128"
.252" .122"
Clearance ..................................................................... .004" Camshaft end float (controlled by a thrust
.002" plate in the cylinder block)
Scraper ring width ...................................................... .250'' Cam lift .................................................. ................................. .3085''
.249" .3165"
2-4 Engine FE-65

VALVE TIMING (CRANKSHAFT DEGREES) Free length:

Inner ................................................................................. 1.405"
Exhaust opens.......................... ................................... 46 ° bbdc 1.365"
Exhaust closes.... ... ...................................................... 10 ° atdc Outer.................................. .............................................. 1.803"
Inlet opens........................................................................ 13 ° btdc 1.783"
Inlet closes ............................ ........................ ... .. ........... 43 ° abdc Fitted load:
Inner.................................................. .................. 8 + 1 lb
TAPPETS AND VALVES Outer .................. .. .......... ................................. 22.75 + 21b
Bore in head ........................................................................ .62575" Full lift load:
.6245" Inner (inlet and exhaust) ..................... 23 + 2 lb
Clearance ..................................................................... .0035'' Outer (inlet and exhaust) .................. 50 + 2 lb
.00075"
Tappet stem diameter .................................... ........ .62375" ROCKER GEAR
.62225"
Valve tip clearance: Rocker shaft diameter ...... ...................................... .62375"
Inlet ( cold) .................................................. ............ .012" .62225"
Exhaust (cold) ......................................................... .012" Clearance ..................................................................... .00075"
Valve guide bore diameter (inlet) .................. .3155'! .0035"
.3140" Bush rocker lever bore............................................. .6245"
Clearance ..................................................................... .0045" .62575"
.002"
Inlet valve stem diameter ..... .............................. .312" TIMING GEAR
.311"
Valve guide bore diameter (exhaust)............ .3155" Crankshaft diameter for gear .............................. 1.5005"
.3140" 1.500"
Clearance ..................................................................... .0045" Crankshaft gear bore ................................................... 1.501"
.002" 1.4995"
Exhaust valve stem diameter .............................. .311" Clearance ..................................................................... -.001"
.312" +.001"
Valve guide - outside diameter .................. .501" Crankshaft diameter for crank pulley ...... 1.5005"
.5001" 1.500"
Clearance ............................................................... ..... -- .0015" Clearance ............................... ..................................... .00025"
+.0004" .00175"
Inlet valve head clearance below cylinder Crankshaft pulley....................... ........... . ................ .... 1.50175"
head face (new).................. ................................... .070'' 1.50075"
Exhaust valve head clearance below Pulley - crankshaft seal diameter.................. 2.005"
cylinder head face (new) .............................. .070'' 2.000"
Valve head clearance not to exceed Crankshaft - rear seal diameter .................. 2.800"
.140 after regrinding 2.799"
Valve head diameter inlet .................................... 1.536" Hub - upper idler gear (diameter) ...... 1 .997"
1.532" 1.996"
Exhaust ............ ...................................................................... 1.317" Clearance ..................................................................... .0047"
1.313" .0028"
Upper idler gear bore ....... ........................ ............ 2.0007"
Guide projection above sprin_g seat inlet 1.9998"
and exhaust ............................................................ .59375" Hub - upperidler gear (width) ........................ I.I905"
.59275" 1.1895"
Valve seating angle on valve head ...... 90° inclusive Upper idler gear end float ................................. .004"
Valve seat angle in new cylinder head 88 ° inclusive .002"
Upper idler gear (width) ..... ............................. I.I875"
VALVE SPRINGS I.I865"
Hub - lower idler gear (diameter) ......... 1.997"
Fitted length: 1.996"
Inner ................................................................................. 1.1875" Lower idler gear bush bore ........................... 2.0007"
Outer ...................................... .......................................... 1.5" 1.9998"

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 FE-65 Engine 2-5

Hub - lower idler gear (width) ...................... . 1.1905" Idler gear width (across teeth-excluding
1.1895" hub) .................................................................................... .640"
Lower idler gear end float .................................... .004" .610"
.002" Thrust washer-idler thickness ........................... .062"
Lower idler gear width over bushes............... 1.1875" .067"
1.1865" End float of idler on hub ... ........... ....................... .015"
.001"
LUBRICATING OIL PUMP Gear oil pump driver ................................... ...... . .. .4978"
.4970"
Idler gear-bore ............................................................... .75fY'
.751" Clearance ........................................................................ -.0015''
Clearance ........................................................................... - .0012" -.0002"
- .0032" Shaft-oil pump drive ................................................ .4985"
Idler gear bush-outside diameter .................. .7532" .4890"
.7522" Gear-oil pump driver hub depth .................. .515"
Idler gear bush-inside diameter ..................... .6572" .485"
.6562" Housing-oil pump ......................................................... .501"
Shaft-idler .............................................................................. .65535" .50fY'
.65475" Clearance ........................................................................ -.0015"
Thrust washer-idler-inside diameter ...... .665" .003"
.660" Shaft-pump drive ............................................................ .4985"
Clearance ........................................................................... .00465" .4980"
.01025" Lubricating oil pump ................................................... 1.126"
Shaft-idler .............................................................................. .65535" Housing-rotor pocket depth ................................. 1.125"
.65475" Rotor pocket diameter ................................................ 1.603"
ldler gear width (overall-including hub) .867" 1.604"
.865" Idler gear-end float ........ ........................... .001"�.005"

SERVICE INFORMATION - PROCEDURES

:1. GENERAL DESCRIPTION housing is bolted to the crankcase in which is carried

an asbestos rope type j9int. Crankshaft end float is
The diesel engine fitted to the Massey-Ferguson 65 controlled by detachable thrust washers at each side
tractor is a four-cylinder unit, having a bore of 3½" of the rear main bearings .
and a stroke of 5" giving a cubic capacity of 191.5
cu in. 2. LUBRICATION SYSTEM
The camshaft is mounted high on the left-band side
of the cylinder block; it is supported by three bearings Lubrication is provided by an eccentric lobe type
and runs directly in the cylinder block. oil pump bolted to the front main bearing cap and
Each valve is operated by a mushroom type tappet driven from the crankshaft through helical gears. An
located in the cylinder head, and a lead bronze bushed oil strainer is located in the sump at the pump
steel rocker provided with hardened contact faces; the suction inlet. A plunger type relief valve is provided in
adjustment for setting clearance is located at the top the lubricating oil pump body to control the maximum
of the tappet. Two springs are fitted per valve and oil pressure.
they are retained by a cap and conical cotters. The oil is delivered by the pump through a full
The cylinder is cast integrally with the crankcase. flow filter on the camshaft side of the engine and then
The cylinder bores are fitted with removable dry by way of a drilled passage to the main oil gallery
liners. which runs lengthwise through the fuel pump side of
The crankshaft is forged from chrome molybdenum the crankcase. Passages running crosswise through the
steel and the main and big end journals are induction main bearing housing webs carry the oil from the
or flame hardened. The rear end of the shaft is gallery to the main bearings. The oil then passes
_[ machined to provide an oil thrower. The front end through drilled holes in the crankshaft to the big
of the shaft is sealed with a spring loaded lip type seal end bearings . The cylinder bores and gudgeon pins
fitted in the timing case cover and at the rear a separate are splash lubricated from the big end bearings,
 2-6 Engine FE-6.t:;
By external piping a supply of oil is taken to the
centre camshaft bearing and to the rocker and valve
gears. Lubrication of the cams and the front and
rear camshaft bearings is by means of an oil bath
formed by a chamber cast in the cylinder block and
fed by oil draining from the rocker gear, the level of
which is controlled by a weir.
The amount of oil circulating to the rocker gear
can be adjusted by means of the slot on the end of
the rocker shaft. When this slot is positioned vertically
the oil feed holes in the rocker shaft are located in
the horizontal position thus giving a minimum amount
of oil circulated to the rocker gear. If the slot is
positioned horizontally, the oil hole is located beneath
the rocker feed hole and allows maximum circulation
to be obtained. In production the slot is set at 30 °
before the vertical position and this setting is indicated
by a punch mark on the rear pedestal.
Oil returning to the sump from the oil bath of the
camshaft chamber in the cylinder block passes through
the timing mechanism, and in addition, the two idler
gear hubs are pressure lubricated through their support­
ing steel shafts. An oil feed is also piped to spray
the point of mesh between the lower idler gear and
the hydraulic pump gear, should the tractor be fitted
with power steering.
The lubricating oil filler is on the front fuel pump
side of the timing gear housing cover, and is complete
with filler cap and strainer.
The lubricating oil sump of high duty cast iron is
secured at the front end of the timing gear housing,
and to a wedge shaved adaptor at the rear. This
adaptor is in turn bolted to the cast iron backplate
and is so positioned to provide a rigid structure.
A pressed steel cover is fitted to the bottom of

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.· .... .
Fig· ·I-Lubricating oil pump
A Pump drive gecr (not illustrcted} E Rotor J Spring
B Set bolts and washer$ F Eccentric inner rotor K Relief valve
C Front housing G Split cotter pin L O ring
0 Rear housjng I Spring retaining cop ·

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the sump, the removal of which permits the cleaning
of the oil pump strainer with the sump still in position.
The lubricating oil filter is of the paper element
type and incorporates a by-pass relief valve.
A pressure gauge connection is made by a tapped
hole in the main oil gallery on the fuel pump side of
the engine.
A lubricating oil draining plug and an oil level
dipstick are provided on the fuel pump side of the
sump.
The oil pump delivers at 60 psi, 5.35 gal/min with
an engine speed of 2,000 rpm.
3. LUBRICATING OIL PUMP
The outer rotor has five lobes while the mounted
eccentric inner rotor has four (see Fig 1). As the
shaft revolves, oil from the vacant space over the
inlet port is transferred to the outlet port, from which
it is expelled as the Jobes engage.
The pump and drive gear can be removed and
dismantled either with the timing cover and sump
removed or with just the sump removed.
To Remove
. With timing cover and sump removed, proceed as
follows:
(1) Disconnect suction pipe and remove.
(2) Disconnect pressure pipe between pump and filter
feed at pump.
(3) Release circlip retaining helical idler gear
between pump gear and crankshaft gear and remove
helical gear.
_J (4) Remove the three setscrew!> and washers retaining
pump assembly to No 1 main bearing cap, and remove
pump assembly.
With sump only removed proceed as follows:
(1) Proceed as in Steps 1 and 2 above.
(2) S!acken No 1 main bearing cap bolts and remove.
(3) The pump and No 1 bearing cap may now be
removed as one assembly.
NOTE: No I piston should be at tdc before com­
mencing.
To Dismantle and Reassemble
To dismantle pump assembly proceed as follows and
(see Fig 1):
(1) With the pump assembly suitably held in a vice
and using tool No MF 155/1 remove pump drive gear
(A).
(2) Remove the three set bolts (B) holding front
(C) and rear (D) housings together. It will be noted
that the front housing holds both outer rotor (E)
and eccentric inner rotor (F).
(3) Dismantle safety relief valve by removing split
pin (G) after which shims (H) where fitted, spring
retaining cap, (I) spring, (J) and plunger type relief
valve (K) can all be removed.
FE-65 Engine 2-7
Before proceeding to re-assemble examine O ring
for deterioration and if necessary fit new ring (L).
Re-assemble pump in reverse order to dismantling
ensuring that the chamfered end of the rotor (E) is
entered into the front housing (C).
Re-fit pump to engine in reverse order to th� relative
removal instructions.
4. OIL STRAINERS AND FILTER
To ensure cleanliness, three filters are incorporated.
(a) Oil filter strainer.
(b) Oil sump strainer.
(c) Main full flow filter.
· The purpose of the oil filler strainer is to prevent
large objects entering the sump when the engine is
being filled with lubricating oil.
The sump strainer consists of a perlorated gauze
wire container which fits over the suction pipe to the
oil pump inlet. After a time there may be a tendency
for sludge to collect and restrict the supply of oil
to the pump. The strainer should then be removed
when accessible and thoroughly washed with fuel oil
or kerosene.
The main full flow filter is situated on the cam­
shaft side of the engine and incorporates a by-pass
valve which is set to open between 13 and 17 psi.
This iilter contains a paper element which should not
be cleaned but be replaced by a new element. It is
essential that in new tractors the element be replaced
after the first 120 hours in service. thereafter every
240 working hours.
To Dismantle
To dismantle filter assembly (see Fig 2) proceed
as follows:
(1) Remove the two nuts and lock washers securing
the filter assembly to the cylinder block.
(2) Remove the filter from the two studs taking
care not to damage the joint between the filter and
cylinder block.
(3) With the filter suitably held in a vyce unscrew
centre bolt (B) and remove complete with centre bolt
sealing washer, (C).
(4) The joint (D) between container (E) and cover
(F), element top seal (G), element (H). lower element
seal {I), lower seal retainer (J) and element pressure
spring (K) are all now accessible.
(5) To release by-pass ball valve (L) unscrew by­
pass valve plug (M) and remove, thereby releasing
ball valve, ball valve spring (N) and valve plug joint
washer (0).
To Re-assemble
Before re-assembling filter and fitting new element
examine all seals and jointing washers, fitting new
ones should there be any sign of deterioration or the
possibility of an imperfect joint.
 --,­
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2-8 Engine FE-65

To re-assemble filter proceed in the reverse order
to dismantling.
T
NOTE: To avoid damage to the joint (D) between . .,...
container and cover a tightening torque of 10 ft/ lb
is recommended on the securing centre bolt (B). Over­
N tightening of the centre bolt may also stretch or strip
the threads in the cover.

5. CYLINDER HEAD
To Prepare for Dismantling
(1) Disconnect hood stay an<l remove hood assem­
bly and upper portions of side panel assemblies.
(2) Open both drain taps and remove filler cap to
drain radiator and cylinder block.
(3) Disconnect wing nuts securing battery stay to
bulkhead, and remove battery stay. Disconnect and
remove batteries and packing piece.
(4) Turn off main fuel tap and disconnect the fol­ i
lowing pipes: j
(a) Reservoir tank to thermostart, at thermostart.
(b) Reservoir tank to leak-off pipe, at leak-off pipe
union junction.
.t
(c) Reservoir tank to main fuel tank, at main fuel
tank.
Remove reservoir tank with fuel pipes attached.
Unscrew mounting bracket setscrews and remove
bracket.
(5) Disconnect electrical lead from thermostart, and
7 disconnect air cleaner hose at inlet manifold. Remove
two setscrews securing inlet manifold and remove
inlet manifold.
(6) Disconnect stay between water outlet connec­
tion and radiator shroud. Remove top hose. Slacken
jubilee clips securing by-pass hose to by-pass outlet
body, and remove setscrews securing outlet body to
water outlet connection and loosen joint.
-B - (7) Disconnect throttle control rod from left-hand
side of cross-shaft assembly and fuel cut-off rod from
injector pump. Remove setscrews securing manifold
E- to exhaust pipe, and blank off exhaust pipe. Remove
manifold taking care not to damage fuel pipes.
(8) Remove injector pipes, and disconnect fuel
filter pipe from leak-off pipe at T-junction. Remove
leak-off pipe.
(9) Remove injectors and blank off ports.

To Remove and Dismantle

(1) Remove rocker cover. Remove oil pipe between
camshaft chamber and head. Disconnect oil feed pipe
between cylinder head and rocker shaft at cylinder
head. Remove rocker gear, working from the centre
Fig 2-Lubri<ating oil filter when slackening nuts.
(2) Disconnect fuel pipes between injection pump
B Centre bolt I Element lower seal and CAV filter at filter. Remove fuel pipe between
C
D
Sealing washer
Joint-container to cover
J
K
Lower seal retainer
Element pressure spring
purolator filter and lift pump. Disconnect oil pressure
E Container L By-pass ball valve gauge pipe at connection to main oil gallery.
F Cover M Valve plug (3) Remove the two setscrews securing battery car­
G Element top seal N Boll valve spring
H Element 0 Valve plug joint washer rier to transmission housing adaptor plate.

(4) Remove six of the eight bolts securing the steer­
ing assembly. the rearmost two being only slackened
off to ensurt: that the gearbox is not disturbed. Tilt
the steering assembly rearwards by lifting under the
battery carrier until the carrier is clear of the cylin­
der head, and fit suitable wedges between the steer­
ing assembly and the transmission housing, taking
care not to damage the gasket (see Fig 3). The steer­
ing assembly will be left in this position while the
overhaul is being carried out, and it is advisable
therefore to blank off the aperture with clean rag to
prevent the ingress of dirt, etc.
(5) Unscrew the cylinder head nuts in reverse order
to the tightening down sequence (see Fig 4) and
remove cylinder head.
(6) Remove thermostat and water outlet body.
J valve sea{ angle is 44 ° .
Fig 3-Fitting wedge between steering assembly and transmission
housing.
To Remove and Replace Valves
(1) With the cylinder head in a suitable position
and using an appropriate tool, compress valve springs
and remove cotters, inner and outer valve springs,
spring retaining caps and spring locating washers and
place in order of removal for replacement in the same
positions.
(2) Remove valves and similarly place in order of
removal.
(3) Remove carbon from each valve head and stem.
....!.
Examine seating faces; if badly pitted or burnt they
will require machine facing.
(4) Remove carbon from cylinder head and injector
ports. Wash out and thoroughly clean the water pass­
ages in the head, subsequently drying out ancl cleaning
finally with compressed air. If the water jacket of
the cylinder head shows signs of excessive scale a
FE-65 Engine 2-9
Fig 4-The tightening down sequence
proprietary brand of descaling solution should be used.
When refacing valve seats, only enough metal to
confirm that there is an even seat without distortion
before proceeding to grind-in the valves with the fine
paste should be removed.
NOTE: The cylinder head seating angle is 45 ° , the
When valve grinding, ensure that the maximum c[ear0
ance between the valve head and the cylinder head
bottom face does not exceed . I 40".
When fitting new valves make sure that the same
clearance is not less than .070".
To Remove and Replace Vah·e Guides
Old guides are drawn out through the top of the
cylinder bead and replacement guides are· pulled in
through the top of the cylinder head using an appropri­
ate tool. It will be noted that both inlet and exhaust
valve guides are the same and that their position in
the cylinder head is determined by a shoulder at the
cylinder head top face end of the guide.
NOTE: Whenever a new valve guide is fitted the valve
seating must be re-cut to ensure concentricity.
To Re-assemble Cylinder Head
All parts must be completely clean before· replace­
ment. Examine all water jacket plugs on . cylinder
head and studs on top face of cylinder block for loose­
ness, damaged threads, etc. The cylinder head nuts
should also be examined to ensure they are not dam­
aged. Proceed as follows:
(1) Tnsert valves in correct guides. With cylinder
head held in suitable position and using an appropri­
ate tool, replace spring locating washers, spring re­
taining caps, inner and outer valve springs and cotters.
(2) Replace combustion chamber covers with new
copper joints if thest> have been removed.
2-10 Engine FE-65
(3) Ensure the faces of the cylinder head ano cylin­
der block are perfectly clean and replace cylinder head,
using new gasket, as follows:
(a) Smear both sides of the gasket with a suitable
jointing compound before fitting.
(b) It will be noted that the gasket is marked top
front and should be fitted accordingly.
(c) Tighten down cylinder head nuts in order (see
Fig 4) by means of a torque wrench, to a torque of
55/60 ft/lb. and re-check when engine is hot using
wrench in conjunction with suitable claw spanner.
(4) Clean rocker gear and refit ensuring that the
slot on the end of the rocker shaft is in line with the
punch mark on the rear pedestal. Reconnect oil pipe
between cylinder head and rocker shaft.
(5) Reset the tappet clearances to .012" inlet and
exhaust.
(6) Refit oil pipe between cylinder head and block.
(7) Refit injectors with new washers and tighten
securing nuts.
(8) Remake joint between by-pass outlet b9dy con­
nection and water outlet body using a suitable ·com­
pound when fitting gasket and tighten bolts.
(9) Examine and if necessary refit new rocker cover
joint. Refit rocker cover.
( JO) Refit thermostat, water outlet connection and
radiator stay.
(I J) Remove wedges between steering box and
transmission housing taking care not to damage gasket.
( 12) Refit bolts and tighten down.
(13) Fit leak-off pipes to injectors securing with
nuts which secure Nos 2 and 4 combustion chamber
covers.
( 14) Refit injector pipes, and re-connect oil pipe
between pressure gauge and connection to main oil
gallery on cylinder block.
(15) Set fuel cut-oft rod in position and refit inlet
manifold with new gasket. Remove packing and re­
connect exhaust pipe with new gasket.
(16) Connect pump control rod to cross-shaft as­
sembly.
(17) Connect fuel pipes between injection pump and
filter. Fit hose between air cleaner and inlet manifold.
(18) Fit fuel tank, reservoir tank, and connect fuel
pipes. When fitting main fuel tank do not overtighten
spring loaded bolts. If the rubber is over-compressed
the tank will vibrate against the thermostat elbow
and may cause leakage.
(19) Fit batteries with packing piece and stay. Re­
connect LT leads.
(20) Fit sheet metal work.
(21) De-aerate fuel system and start engine.
6. PISTONS AND CONNECTING RODS
The pistons are flat topped, and are made of a
special light aluminium alloy. They are secured to
the connecting rods by means of gudgeon pins which
work in thin wall steel backed lead bronze lined
bushes fitted in the small ends of the connecting rods.
Circlips are fitted in the pistons to secure gudgeon
pins in position.
Five piston rings are fitted to each piston, three
compression rings and one scraper ring above the
gudgeon pin and one scraper ring below the gudgeon
pin.
The connecting rods are H section steel forgings.
their big ends being split at right angles to the axis
of the rods. The caps are secured by two bolts and
self locking nuts.
The big end bearings are of the thin wall type.
consisting of a thin steel shell lined with lead bronze
and indium flashed.
To ensure correct replacement, the pistons are num­
bered 1 to 4, number 1 being at the front of the
engine. The relative number to each piston's position
in the engine can be found stamped on each piston
crown.
The connecting rods and caps are similarly marked
with number& on the fuel pump side. They are graded
for weight and have etched numbers as foJlows:
No 9-3 lb 2¼ oz to 3 lb 4¼ oz
No 10-3 ,, 4¼ ,, to 3 ., 6¼ ,.
No 11-3 ,, 6¼ ,, to 3 ,, 8¼ ,,
No 12-3 ,, 8¼ ,, to 3 ., 10¼ ,,
No 13-3 ,, 10¼ ,, to 3 ,, 12¼ .,
These weights include cap, small end bush, nuts and
bolts.
Position of connecting rods in engine:
Heaviest con-roe.I - No 3 cylinder
2nd heaviest con-rod - No 4 cylinder T'
3rd heaviest con-rod - No 1 cylinder l
Lightest con-rod - No 2 cylinder
To Remove
Preliminary dismantling is as follows:
(1) Drain oil sump, radiator and cylinder block
water jacket. fl
(2) Remove hood, main fuel tank, rocker cover and
rocker assembly in accordance with instructions given
under Cylinder Head, Preparation for Removing. ...,...
(3) Remove sump. It is necessary to remove the
j
wedge shaped adaptor at the rear of the sump in
order that access may be gained for the removal of
two setscrews securing rear of sump to the cylinder
block.
(4) Remove cylinder head in accordance with in­
structions given under Removing and Dismantling
Cylinder Head. ·
To remove pistons and connecting rods proceed as T
follows:
(1) Unscrew big end self Jocking nuts and remove.
(2) Remove big end bearing caps and bearings.
(3) Remove each piston as an assembly by pushing
its connecting rod out through Lhe top of the cylinder
liner bore.
(4) Replace the bearings and caps in their respective
connecting rods.
(5) Having withdrawn each piston from its cylinder
liner. remove the circlips from each end of the gudgeon
 FE-65 Engine 2-11
pin and immerse piston in oil at a temperature of (1) Using an appropriate tool remove old bush
I00°F to 120° F after which the gudgeon pin will by pressing the replacement bush into position. The
slip out of the piston. . oil hole in the.new bush must.first be carefully aligned
with the drilling feed in the shank of the connecting
To Fit Rings rod.
(2) The remaining rods should be similarly treated
Pistons should be thoroughly washed after removal making sure that each time the bush previously with­
of rings paying particular attention to ring grooves drawn has been extracted from the remover.
and oil return holes. In addition the piston skirt should Before reaming new gudgeon pin bushes, it is essen­
be examined and if there is any deep· scoring the piston
l must not be used again. Before fitting new rings
tial to check the connecting rods for misalignment.
examine the ring grooves for bruising. The position To. Assemble Pistons and Connecting Rods
i of the rings is as follows:
!
!
Top compression ring (Chrome) - .015" Gap (1) Insert pistons in warm oil at a temperature
· · of
l. . .010" 100° to 120°F.
- �l .. ,·.
) .. Second compression ring (Cast Iron) - .013" Gap
.009"
(2) Whilst still warm place connecting rods in posi­
tion and insert gudgeon pins securing them in position
Thlrd compression ring (Laminated, by fitting .new circlip3. E.J:t_sure the circlips are:: fitted
j four segments) .013" Gap correctly and are bedded into their grooves ).11 the
J .009" piston bosses .
-' 1 ·_
L�1·
Fourth ring (Scraper) - .013" Gap
.009"
Fifth· ring, below gudgeon pin
.013" Gap

,. f_J/,..t._-:··.·_
(Scraper)
%

rt· •· .
.009"
Gaps are given for new rings.
_. NOTE: In service, a ring gap not exceeding .029" is

� F ;'. ·
4.TH SEGMENT ___........-:

·. ::s��:�is�o��:!' �:�,;•:.:'�h: J�;. •:=

qu
3 RD �'.E GME NT___..,C::::::::
::-,
freely in their grooves. 2ND SEGMENT
· . : When fitting the laminated compression ring care I ST SEGMENT·---.,.--:,_-:_,��=---_,,
must be taken to ensure the segments are correctly
::' · positioned on the piston. The following is the procedure
which should be adopted:
(1) With a segment held in the hand, palm upper­
. most and the fingers surrounding the outside circum­ Fig 5-Positioning of the ring segments.
forence of the ring, squeeze the ring and it will be
seen that the ring gap moves either up or down. If the
[; t: _- .< .· ring gap moves down then this is the position the (3) Lubricate the pistons with clean engine oil and

!l
i
(Xi•.·, · · first ring · i.e. the bottom ring, should be fitted to the
)·J i;' :::· : :_ -piston with the gap positioned over the gudgeon pin
· using an appropriate tool to compress rings, press
pistons into cylinder liner bore. The pistons should be
- inserted in the following ::equence: 1, 4, 3, 2.
. -�_ ,_· . hole.
\ ..
j -.. ·.-r: ·: (4) Before proceeding to fit bearings and bearing

t;
\{
(2) The second segment should be fitted in a posi-
s
� f}j;{L ::�e; �i:::1s a e b a t caps it i_s important to check the distance from the
;n� ��� ;:p s��:�·d t: ��i���:� crown of the piston to the cylinder block face. When

;f<<t:{\�:- ·, .
,t/�,-}i> ,',·!•· at 180° to the first ·segment gap. the crank is at tdc the crown of the piston must not
(3) 1:he third and fourth segments should be posi- be above the top of the cylinder block face and not
1 ¥ .<-:,-�,\;./.' ·tioned m the same way as number one and two seg­
more than .010" below the block face. For best per­

!L'./{f�;:}+1:1ents respectively.
j_7'-:'.r;::/, ../, _When !he four se�ments are fitted there should a p­
formance the distance should be maintained between
.000" and .005" below the block face. This must always
be checked when fitting new pistons and if piston
f;�\}'/-,: -p!!ar a circumferential gap between the bottom two
•l<>f<', ... segments and the top_ segments (see Fig 5).
is above b]ock face the crown mu::t be reduced
accordingly. If lower than .010" the piston should
-�--.·•:. ·:;';-;',.·:.·.�-./'"•.··'-\.
J<\}i
. c: -1:o Remove and Replace Gudgeon Pin Bush be rejected.
.024" is the maximum amount which may be re­
moved without adversely affecting the piston.
'-1.,:.
l":.F
_ · · ._'In addition to examining visually the
rod {or damage. the small end bush should
connecting
be checked NOTE: Whi.:n checking distances ensure that the half

- i-t��­
.,. ' for condition- and fit of its gudgeon pin. Should re­ bearing is properly fitted in the connecting rod and is
newal of the bush be .necessary, proceed as follows: bearing evenly on the crankpin.

J.;·
t?.r>•
1,::,.
:J �\:--_/. ' ·­
-ii
 2-12 Engine FE-65
(5) Having fitted all pistons in their respective cylin­
ders, the connecting rod caps and bearings on their
rods, the self locking nuts of the connecting rod bolts
should be tightened down to the recommended torque
of 70/80 ft/lb.
NOTE: Always use new self-locking nuts.
To Renew Cylinder Liners
(I) Remove liners by using a suitable adaptor in
conjunction with a suitable press.
(2) Ensure cylinder bores and new liners are free
from dirt and lightly coat with lubricating oil.
(3) Using a suitable tool, press liners into their
cylinder bores. The recommended force for this opera­
tion is 3/5 tons.
(4) Allow liners to settle for a period of approxi­
mately 12 hours, before boring to a finished size of
3.501" to 3.502".
The following points will be found useful when re­
newing cylinder liners:
(a) In certain circumstances and depending on the
condition of the engine it is advisable to use a press
When refitting the lubricating oil sump and rear
wedge adaptor the following procedure should be
adopted in order that a rigid assembly is obtained:
(I) Using new jointing gaskets between the sump
and cylinder block and a new cork joint between the
rear of the sump and the rear main bearing cap, offer
the sump to the cylinder block and timing gear hous­
ing, locating, but not tightening the securing setscrews.
Do not use jointing compound between the sump and
timing gear housing, a film of grease is recommended.
NOTE: The rear wedge adaptor and sump are finished
machined as a pair and should only be replaced as
such. The purpose of the wedge is to allow removal
of the sump with the engine in situation without re­
moving the front axle.
(2) Pull the sump to the timing gear housing by
tightening the five setscrews.
(3) Tighten the fourteen setscrews securing the sump
to the cylinder block using new copper washers with
the two setscrews securing the rear of the sump to the
cylinder block.
(4) Offer up the wedge shaped adaptor to between
the sump and the flywheel housing adaptor plate
locating the. two oblong rubber seals between the top
of the wedge and the cylinder block.
(5) Locate the eight setscrews securing the wedge
to the flywheel housing adaptor plate and the eight
setscrews securing sump to wedge but do not tighten.
(6) Using a suitable jack press the wedge up as far
as possible and tighten all securing setscrews.
NOTE: When an engine is being re-built on a stand,
ensure that this wedge is fully home. Excess force

I
should not be used or distortion of the flywheel hous­
ing adaptor plate may occur when it is not supported
by the tractor transmission.

7. CRANKSHAFT AND MAIN BEARINGS

' The crankshaft is extremely rigid and is supported
:i
by five pre-finished replaceable shell bearings which
Fig 6-Piston and connecting rod assembly, are lined with bronze-lead. The crankshaft is statically
A Piston H Cirdips and dynamically balanced and is machined from a
B Connecting rod I No I piston ring - chromed solid nickel chrome molybdenum steel forging. A
C Connecting rod cop J No 2 piston ring - Cl
D Big end bearing halves K No 3 piston ring - laminated flange is formed at the rear end of the crankshaft to
E Gudgeon pin bush segments which the flywheel is mounted.
F Connecting Jjod cap bolts L Scraper ring-
G Gudgeon pin M Scraper ring
The main bearings are located in position by tabs
fitting into slots machined in the bearing housings.
r
capable of exerting a force of up to 20 tons for ex­ To Fit Main Bearings and Thrust Washers
tracting old liners. In normal circumstances, by the time main bear­
(b) Stand down on liners below block face is .003"
ings and thrust washers require renewing, the crank­
to .008". shaft will require to be removed for regrinding.
(c) Liners should only be bored out once .030" over­
size. If for any reason however, one or more of the
bearings or thrust washers have to be renewed or
removed for inspection, this can be done without re­ ..,....
To Re-assemble Engine moving the crankshaft from the engine, as follows:
!

Re-assemble engine as required and in accordance (1) Remove cap of bearing to be renewed. No more

J
\.'jjth relative instructions. than one bearing cap to be removed at a time.

'
i

(2) Slacken the remaining bearing cap setscrews one
or two turns.
(3) Remove lower half of bearing from cap.
(4) Push out the top half of bearing by rotating
it on the crankshaft applying a tool to the side opposite
the bearing lip. The locating lips are the camshaft side
of the engine.
(5) Examine the bearings and if they require re­
newing fit new half bearings to the top and cap, in­
serting the plane end first.
(6) Replace cap and tighten setscrews lightly before
proceeding to the next bearing.
(7) Having replaced bearings and caps fit new tab­
washers and tighten down setscrews with a torque of
110/115 ft/lb.
NOTE: The running clearance between the bearings
and crankshaft journals is .003" to .0045". It is im­
portant when bedding in the shell bearings to mate
the caps to the correspondingly numbered bearing
housings and the two half shells one to the other.
(8) Having ensured correct running conditions re­
tighten setscrews to recommended torque and lock
with tab washers.
To Correct End Float
The end float of the crankshaft is measured between
the crank cheek and the thrust washer of the rear
, main bearing and should be .002", .010". To ensure
: ·correct end float equal amounts of metal should be
·machined off the thrust washers on either side of the
· rear main bearing.
, To Renew Thrust Washers
To renew thrust washers proceed as follows:
.·. (1) Remove the two nQts securing the two halves
:;.of the rear main oil seal.
,:.· · (2) Remove rear main bearing cap.
(3) Remove the two bottom half thrust washers
from the sides of the bearing cap.
• (4) By sliding round and rotating them, the two
top half thrust washers can be removed.
(5) Lightly coat the two upper halves with lubri­
cating oil and slide them into the recesses provided
on .either side of the rear main bearing housing en­
suring that the steel side of the washer makes con­
tact · with bearing housing.
(6) Place the two lower halves in a similar manner
on either side of the rear main bearing cap and replace.
(7) Secure bearing cap setbolts and tighten with a
· · torque wrench to a torque of 110/115 ft/lb. Lock with
. new tab washers.
(8) Secure the two halves of the rear main oil seal
housing by means of the self Jocking nuts.
.......L
_NOTE: .007" oversize thrust washers are available.
To Renew Rear End Oil Seal
The housing consists of two halves bolted around
the rear of the crankshaft which has a shallow spiral
oil return groove to a depth of .004"/.008".
...1.,
J
I
FE-65 Engine 2-13
The bore of the housing is machined to accommo­
date a rubber cored asbestos strip in two sections, one
for each half of the housing.
New oil seal can be fitted with crankshaft in posi­
tion and the following procedure should be followed:
(1) Remove oil seal and housing by releasing the
self locking nuts and bolts securing the housing halves
together and removing the setscrews and shake proof
washers retaining the housings to the cylinder block
and rear main bearing cap.
(2) Remove old seal and oil seal cover joint.
(3) Place one half housing in a vice with seal recess
uppermost.
(4) Seat approximately l" of the strip at each end
into the ends of the groove ensuring that each end
of the strip projects .010"/.012" beyond the half hous­
ing joint face. Allow the middle of the strip to bulge
out of the groove during this operation.
(5) Press the remainder of the strip into the groove
working from the centre and then use any convenient
round bar to bed in the strip further by rolling and
pressing its inner diameter.
(6) Repeat for other half of housing.
(7) Remove all traces of the old joint from the
cylinder block and rear main bearing cap face and
fit new joint treated with a suitable jointing compound.
(8) Lightly paint the joint faces of the housing with
similar compound.
(9) Spread a film of graphited grease on to the
inner diameter of the strip.
(10) Assemble the housings round the crankshaft
and secure together by means of the self locking nuts
and bolts.
(11) Revolve the complete seal housing on the crank­
shaft to bed in the strips and to establish that the
crankshaft will turn freely in the housing.
(12) Set the seal housing assembly in position on
the block and main bearing cap, securing by means
of shakeproof washers and setscrews.
To Remove Crankshaft
To remove crankshaft (see Fig 7) and proceed as
follows:
(1) Remove sump and lubricating oil pump.
(2) Remove water pump.
(3) Remove crankshaft pulley.
(4) Remove timing case cover.
(5) Remove starter motor, flywheel and flywheel
housing adaptor plate.
(6) Remove connecting rod caps.
(7) Remove the bolts securing the two halves of
the crankshaft rear main oil seal housing.
(8) Remove main bearing caps.
(9) Lift out crankshaft.
( 10) Remove crankshaft gear and distance piece
from crankshaft.
 2-14 Engine FE-65
To Regrind Crankshaft
Before commencing to regrind crankshaft, the fol­
lowing points should be checked to ensure it is suitable
for further machining.
(1) The crankshaft should be inspected for cracks.
It must be remembered of course to demagnetise the
crankshaft after crack detecting in order to remove any
polarisation which may be present.
(2) The main journal and crankpin diameters should
be checked to ascertain the next appropriate size to
which they can be reground, i.e .. 010", .020" and
.030".
If the crankshaft requires to be reground below
.030" it is recommended that a new crankshaft be
fitted.
It will be appreciated that the crank-pin widths
may increase as the crankpins are reground, but after
regrinding t11ey should not exceed a maximum width
of 1.5785".
A screws to a torque of 110/115. ft/lb u�ing a torque
Fig 7-Cran!,shafl and muin bearings.
A Crank5haft flange D Main bearing cap
8 Rear main oil seal housing (lower) E Big end bearing cap
C Rear mcin oil seal housing (upper) F Lubricating oil pump
During regrinding, all limits must be adhered to,
and all main journals and crankpins must be free from
grinding marks on completion.
NOTE: Ptlrticular attention must be mllde to ensure
the radii of the journals and crankpins are maintllined.
If these are neglected a fatigue fracture may occur.
After regrinding, the sharp edges of the o!/ holes
should be removed and the crankshaft again inspected
for cracks and demagnetised.
The radii of journals and crankpins should be main-
tained as follows:
(a) Nos l, 2, 3 and 4 journals .09375" radii.
(b) No 5 (Rear) journal .125" radius.
(c) Crankpins .15625" radii.
To Replace Crankshaft
(1) Replace packing piece and crankshaft gear en­
suring that the scribed mark on the gear is to the front
when fitted and that the packing piece i:; fitted with
the chamfer to the inside.
7!
(2) Make sure all oilways are clear.
(3) Check main bearing setscrews for stretch and
damage to threads. Affected setscrews must be
scrapped.
NOTE: Setscrews other than those supplied by us
should not be used as they are of special heat treated
high grade steel .
(4) Clean bearing housings, place top half bearings
in position and liberally oil.
(5) Place crankshaft in position.
(6) Lightiy smear the upper thrust washers with
lubricating oil and slide into recesses provided on
either side of the rear main bearing housing.
(7) Lubricate all bearings. Refit big end bearings
and caps and lower main bearing halves and caps.
When replacing the main bearing caps, ensure that they
i'
are fitted in their respective positions and the correct
way round. The caps are numbered commencing at
No 1 from the front of the engine. Each cap is also
marked with a serial number, and when fitted this
number should read in line with the serial number
stamped on the cylinder block boltom face.
(8) Place tab washers in position and tighten set•
wrench.
(9) Re-assemble engine as required and in accord­
T!
ance with relative instructions.
8. CAMSHAFf AND TiMING MECHANISM T
The camshaft and fuel 1)ump are gear driven by a
hardened steel gear on the front end of the crank­
shaft, through, two idler gears mounted on hubs
bolted through the timing gear housing to the front
of the cylinder block. The fuel pump, camshaft and
upper idler gears are machined from high duty cast
iron castings. The lower idler gear is machined from '
i
steel as a drive from this gear is taken for a hydraulic
pump when the tractor is fitted with power assisted
steering. The lower idler gear is al:o fitted with two
flanged bushes of sintered bronze.
The timing gear housing is of high quality cast iron
bolted to the front of the cylinder block and front
flange of the oil sump and is machined to take the T
securing screws for the tractor axle bolster bracket.
The timing gear housing cover is of cast iron and
incorporates facings for mounting the water pump
and dynamo bracket.
By removing the oil filler in�pection cover access
can be gained to the fuel pump drive gear to allow
adjustment of the fuel pump timing. This is provided TI
for by slots in the fuel pump gear allowing -movement !
between it and the gear adaptor by slackening the
securing setscrews.

The camshaft is of high duty cast iron with chill
hardened cams and is mounted high on the left-hand
side of the cylinder block, this side being termed the
camshaft side of the engine.
Mounted as such, it eliminates the use of push rods
to operate the rocker arms. The camshaft is supported
by three bearings machined directly into the cylinder
block.
End thrust from the drive is taken up by a 360°
hardened steel thrust washer, recessed in the front of
t�e cylinder block and located in position by a steel
pm.
.....,_ Each valve is operated by a cast iron mushroom
type tappet with chilJ-hardened tappet face, the ad­
justment of which is effected by a hardened adjusting
screw and locknut.
Valve Timing
(I) Release rocker assembly and remove.
�
. ( ) Set crankshaft to tdc No I and 4 pistons as
md1cated by the tdc mark on the flywheel viewed
through the inspection hole on the fuel pump side of
the flywheel housing on the tractor. The tdc mark
must align with mark on edge of inspection hole.
FE-65 Engine 2-15
Fuel Pump Gear
. (1) Fit the fuel pump gear, first ensuring that it
will locate in the one position where the fixing bolts
will be in a central position within the elongated slots.
(2) On engines prior to No 2411320, should the quill
shaft of the pump be removed, ensure the hexagon
head on one end of the shaft enters into and engages
with the hexagon hole within the fuel pump, on re­
placing the quill shaft. Subsequent to engine No
2411320 this hexagon head was deleted from quill
shaft.
(3) Offer up the triangular adaptor plate and fixing
bolts to the fuel pump gear, taking care to engage
the master spline of the quill shaft within the master
spline housing of the adaptor. Secure and tighten fixing
bolts. - ·. ! J

Camshaft Gear
(1) On the hub of the camshaft will be seen, stamp­
ed adjacent a fixing hole. a letter D and on the
· camshaft gear _ another letter D will be seen stamped
adJ acent a fixmg hole. Ensure these letters D alien
when offering the_ camshaft gear to the camshaft hiib.
Secure the fixing bolts.
(2) Rotate the camshaft until the tappet blocks of
. No 4 cylinder are just on the rock when it will -be
':. seen that the timing mark on the gear will be in the
. · approximate position cf five o'clock (see Fig 9).

�,,..
: .A·.'
;
_ .

Fig 9-Timing gears.

Fig 8-Rocker gear and tappet ossembli�s
A Rocker ,haft
B RH rocker Ievers
C LH rocker levers
0 Rocker ,haft pedestals
E Oil feed bush
Idler Gears
. (I) Note that the idler gears are not interchangeable.
Preparatory to replacing the idler gears, turn the fuel
pump gear until the timing mark is in an approxi­
mate position of eight o'clock (see Fig 9).
(2) Fi� lower idler gear, ensuring that its timing
mark ahgns with the timing mark on the crankshaft
gear.
F Long distance piece (3) Fit upper idler gear, ensuring its timino- marks
G Rocker shaft springs align with those on the camshaft gear, the fu;l pump
H Short distance pieces
Tappet assembly
gear and the lower idler gear. Replace and secure the
rocker assembly. Set valve clearance to .012".
 2-16 Engine FE-65
NOTE: If thf lubricating oil pump idler gear has been
removed it is important on replacement that care be
taken to ensure the gear retaining circlip is refitted
correctly and does not become distorted.
To Check Val-ve Timing
Ensure the valve clearances of No 4 cylinder are
set at .012". Rotate the engine until the inlet valve
on No 4 cylinder nips a .002" feeler gauge. This nip
should occur at 13 ° before tdc or 1.53" before the
tdc on the rim of the flywheel on which the ring gear
is fitted. This point may be ascertained with the starter
motor removed, in a manner similar to that described
under Checlang Fuel Pump Timing.
By reason of the position of the fixing holes in re­
lation to the teeth on the camshaft gear it is possible
to adjust the camshaft timing in relation to the crank­
shaft. The fixing holes are equidistant and by changing
the position to either of the other two positions in
which the gear can be secured to the camshaft an
adjustment of one third of a tooth may be made.
One third of a tooth on the camshaft is equivalent
to 4.6° on the flywheel. Therefore, to advance the
valve timing 4.6° in relation to the flywheel angle,
remove the securing bolts and turn the gear on the
camshaft hub in the normal direction of rotation (anti•
clockwise) until the next set of holes line up. Replace
securing bolts and tighten.
- Similarly, to retard the valve timing 4.6° in relation
' to flywheel angle, turn the gear on the camshaft hub
in the opposite direction of rotation (clockwise) until
the next set of holes line up.
NOTE: Finer adjustment can be obtained by loosen­
ing off the three bolts securing camshaft gear to cam­
shaft hub. It will be noticed that there exists sufficient
tolerance in the size of holes in the camshaft gear in
.i
relation to the securing bolts for a limited movement.
· With any re-adjustment of valve timing the old
timing marks must be deleted and new ones chiselled.
! To Check Fuel Pump Timing
The static injection timing point, 23 ° before tdc,
is marked on the engine flywheel before the tdc mark 1
and identified by the word Spill. Observe this through
the inspection hole in the flywheel housing.
Engines before No 2404192 do not have this point
marked. In order to establish the static injection timing
point on these engines, proceed as follows:
(1) Disconnect and remove starter motor, turn engine
until tdc mark on the flywheel becomes visible in the
starter motor aperture at the lowest position.
(2) With a pair of dividers, set accurately to 68 mm, T
and from the point on the flywheel made by the inter• t
section of tr.e tdc line with the annular groove be­
tween starter ring gear and flywheel, scribe a line on
i
flywheel (see Fig 10), 68 mm in a clockwise direction.
(3) Remove plug from No 1 combustion chamber
and turn engine until piston is coming up to tdc on
No 1 cylinder-firing stroke.
(4) Remove rubber plug from the inspection hole,
located on opposite side of engine to starter motor,
r
and bring the new scribed line carefully up to the
mark on casting.
Tt may be necessary to use a mirror to do this,
removal of oil pressure pipe will also assist vision to
r
inspection bole.
(5) Turn off fuel, then remove injection pump in­
spection plate. The scribed line adjacent to the letter
1
C in the pump should align with the scribed line on
the lower ear of the circlip.
I
Should these scribed lines not align, release the secur•
ing bolts on pump gear, and with a suitable tool in­
serted in the slots on the hub of the gear adaptor,
turn the adaptor on the gear until the letter C scribed
line aligns accurately with the scribed line on the
circlip.
11
rr
!
r
I
Fig I 0-The fuel injection point
 FE-65 Cooling System 3-1

GROUP 3

COOLING SYSTEM

SPECIFICATIONS .............................................................................. ........ .. ....... .................. 3-2

SERVICE l.t"'JFORMATION - PROCEDURES
1. GENERAL DESCRIPTION ................................................ ....................... 3-2
2. RADIATOR ........................................................... ... .................................................... 3-2
3. WATER PUMP .................. ........ .... .................. . . ............... ........ ................... .. 3-2
4. THERMOSTAT ........................... ................. ........................................................... 3-3
5. FROST PRECAUTIONS ....................... ... ........ ....................... ..... ............ 3-4
 3-2 Cooling System FE-65

SP ECIFC
I T
A IONS

WATER PUMP Clearance ........................................................................ - .0018"

-.0005''
Shaft diameter ....................................................................... .5648"
Impeller ··························-·························································· .6257" ....,..
.5645" }
.6249"
Clearance ................................................................................. - .0028" Shaft-bearing diameter ............. ............................... 1.6535"

'
- .0015" 1.653"
Pulley-bore ................................ .......................................... .5630" Clearance ................................................................................... - .0005"
.5620" + .001"
Shaft diameter ··········-··········-············································· .6267" Body-bore for bearing ··························-···················· 1.654"
.6262" 1.653"

SERVI CE INFORMAT I O N - PROCEDURES l

t
1. GENERAL DESCRIPTION 3. WATER PUMP
The engine cooling system conforms to standard To Remove
practice, the cooling water being circulated by the (I) Remove hood, cowl, and radiator.
centrifugal type water pump and by thermo-syphon. (2) Slacken off fan belt tension and remove fan belt.
The water outlet from the cylinder head is taken (3) Remove the two bolts securing by-pass outlet,
through a thermostat housing which incorporates a from thermostat housing.
by-pass to the inlet side of the water pump. The capa­ (4) Release clips clamping rubber hose, fitted be­
city of the cooling system is 20 pints.
7
tween wafer pump outlet and cylinder block.
(5) Slacken off the two nuts and two set bolts secur­
2. RADIATOR ing water pump to engine.
To Remove (6) Remove the two nuts and set bolts and with­
(I) Remove filler cap.
(2) Open radiator and cylinder block drain cocks
draw water pump from engine.
(7) Assemble in reverse order ensuring that the pump l f
mounting faces are clean and that a new gasket is
and run off water. employed.
(3) Remove hood and both side panels.
(4) Release clips in rubber hose connecting air 7
cleaner to induction manifold.
To Dismantle i
(5) Remove cowl complete with air cleaner. Remove water pump (see Fig 1) from engine, and
(6) Release clips clamping radiator hoses. proceed as follows:
(7) Remove bolts securing radiator to tractor frame. (1) Slacken off and remove self locking nut and
(8) Remove the two bolts securing fan shroud to washer securing water pump pulley to impeller shaft.
tractor. (2) Remove two set bolts (not adjacent) from fan
(9) Remove strap securing top of fan shroud to assembly.
engine. (3) Using an appropriate tool, withdraw pulley com­
(10) Detach scaling strip on left-hand side of plete with fan assembly.
radiator. (4) Press out pump spindle complete with impeller
(11) Remove radiator. and seal assembly.
(12) Assemble in reverse order ensuring that the (5) Remove impeller and seal assembly from spindle.
radiator mounting rubbers are correctly located and (6) Remove circlip retaining spindle bearing from
that ·the ruhber hoses are in good condition. pump. (Pulley end of spindle.)
J

I
I
I
 FE-65 Cooling System 3-3
IMPELLER be taken to ensure that the deflector plate is correctly
placed and that it is not in contact with the bearing
SEAL ASSEMBLY
inner track.
BEARING SEAL (2) Place bearing distance piece in position and pack
bearing space with grease.
(3) Fit outer bearing (Shield side out). Fit circlip.
(4) Press spindle into water pump body, entering
1 '
from impeller end.
(5) Fit new seal assembly, ensuring that carbon face
is adjacent to impeller.
(6) Press impeller into position. A clearance of
0.015"-0.020" must be obtained between the inner
edge of the impeller blades and the water pump body.
(7) As a guide to obtaining this clearance the im­
peller should be positioned in the spindle, so that,
,,,,.,---­ were a straight edge placed across the pump mounting
DISTANCE PIECE faces it would be in contact with the rear face of the
impeller.
(8) Fit pulley and fan assembly. Note that the Jong
water pump mounting bolt must be located in its
position before the fan pulley is located.

4. THERMOSTAT
Fig I-The wciter pump (sectioncil view). The thermostat, incorporated in the cylinder head
l i water outlet, is fitted to enable the engine to attain
_,_I working temperature quickly, and to prevent the engine
· · (7) Using appropriate tools, press out bearings, dis­ from running too cool.
•tance piece, and inner seal. The passage of water leaving the cylinder head is
(8) Thoroughly clean and examine all components determined by the temperature of the water, and the
· .and renew as necessary. disc type thermostat valve which is actuated by heat
· NOTE: Seal assemblies, once disturbed, should be re­ transference from. the circulating water. The thermo­
_ newed. stat, in its normal position, i.e. with the engine cold,
will be fully closed, thereby restricting water flow
To Assemble through the radiator and compelling the water to
return to the water pump for recirculation to the
(1) Assemble inner seal housing, seal deflector, and cylinder block.
inner bearing to water pump body (see Fig l and 2). As the engine warms up the thermostat valve opens
NOTE: The shield side of the inner bearing must be until at normal working temperatures the water can
fitted ad;acent to the deflector plate. Care must also circulate freely.

'' Fig 2-The water pump dismantled.

.,
 3-4 Cooling System FE-65
The crack open temperatures at which the thermo­
stat operates are given below:
Engines Prior to 2427077. 158°F (70 °C).
Engines from 2427077. 168.8-176 °F (76 °-80° C).
-t To Remove
(1) Drain off water from engine and radiator.
(2) Disconnect battery terminals.
(3) Remove hood and side panels.
(4) Remove fuel tank.
(5) Slacken off hose clips on hose connection be­
tween cylinder head outlet and radiator.
(6) Release rubber hose from cylinder head outlet
elbow.
(7) Slacken off and remove the nuts and spring
washers retaining upper portion of cylinder head water
outlet elbow.
(8) Withdraw thermostat.
To Test
(1) Immerse the thermostat in a container partially
filled with clean water.
(2) Gradually heat water checking the thermometer
rise at frequent intervals with an accurate thenno­
meter.
The precise moment at which the valve opens may
be ascertained if the valve is gently eased from its
seat and an 0.002" feeler gauge or wire is trapped
between the seat and the valve. By suspending the
thermostat in this manner the instant the valve cracks
open the wire or feeler will be released, and the tem­
perature can be recorded within reasonable limits.
If the thermostat does not function properly, it must
be replaced with a new one. Repairs must not be
attempted.
S. FROST PRECAUTIONS
For obvious reasons precautions must be taken
against the ravages of frost. There are three methods
whereby protection may be afforded. These are listed
below:
(a) Draining the cooling system after each day's
work.
This method offers economy, but can be incon­
venient, and leaves the cooling system unprotected
during idle periods.
(b) The use of heated premises, engine or sump
heaters.
Possess� disadvantages similar to (a) ie during
the working day no protection is afforded if the
tractor is standing idle.
(c) The use of anti-freeze.
Probably the most universally accepted method of
frost protection.
Anti-Freeze solutions, by their very nature, are
capable of powers of penetration not possessed by
water. A cooling system which is normally sound may
well exude leaks and drips when anti-freeze is
employed. Even if no leaks are apparent in the initial
filling, they may subsequently develop within a very
short time.
It is precisely for this reason that all cooling system
hoses, joints, etc, must be in sound condition, if
expensive loss is to be avoided.
The cooling system must be drained and flushed
when the risk of frost has passed.
 FE-65 Fuel System 4-1

GROUP 4

FUEL SYSTEM

SPECIFICATIONS·············································-········· ······························.............................. 4-2

SERVICE INFORMATION - PROCEDURES

1. AIR CLEANER .......... .................... .................................................................. 4-2
' J
f 2. THROTTLE LINKAGE ....... .. _.. .... ................... . .. ........... .. ..... 4-2
3. START-AID TANK .......................................................................................... 4-3
4. THERMOSTART ................................. .................................................... ...... 4-3
5. FUEL TANK ............................................................................................................ 4-4
6. FUEL LIFT PUMP .......................................................................................... 4-4
., 7. FUEL FILTERS ................................... _........................................................... 4-6
8. FUEL INJECTION PUMP ............ ......... -.. .......................................... 4-6
9. BLEEDING THE FUEL SYSTEM ............................................. 4-9
10. INJECTOR SETTINGS ....................................... .............................. ....... 4-10
11. INJECTION PIPES ...................................................................................... 4-10
4-2 Fuel System FE-65

SPECIFC
I ATIONS

FUEL PUMP DRIVE

Carrier - gear ..................................................................... 1.6238" Clearance ........................................................................ + .0023"
1.6225" -.000511
Clearance ........................................................................ .0007" Adaptor - gear ................................................................. 2.6245"
.0035" 2.6240 "
Hub - gear .......................................................................... 1.6245" End float of hub on carrier between
1.626" shoulder and circlip ..... ...... ............................... .0011"
Gear - bore ........................................................................ 2.6263" .003"
2.6243"

SERVICE INFORMATIO N - PROCEDURES

l
1. AIR CLEANER Replace in reverse order, ensuring that sump is
clean and charged with fresh oil to indicated level.
The oil bath air cleaner, located in front of the
radiator behind the radiator griile, is fitted to prevent
the admission of injurious abrasive atmospheric To Remove Air Cleaner
content to the engine cylinders. (1) Remove radiator grille centre panel.
This filter is fitted with a gauze element and an oil (2) Disconnect rubber elbow connecting air cleaner
sump and is readily accessibl'e by removing the centre to induction manifold/air cleaner pipe.
panel of the radiator grille. (3) Remove the four bolts and nuts securing air
Regular and frequent attention is required by this cleaner clamp bracket to radiator grille assembly. 7.
component if it is to function efficiently. A neglected, (4) Remove air cleaner.- f
and therefore dirty air cleaner wiU impair engine Assemble in the reverse order, ensuring that the
performance. air cleaner inlet connection is properly located.
It is advised that the air cleaner oil sump be
removed, cleaned and recharged with fresh oil to Lhe 2. THROTTLE LINKAGE
level mark every 10 hours. This frequency can only
be an arbilrary one and the conditions under which The hand throttle is positioned below the steering
the tractor is working should be the deciding factor. wheel, with its attendant linkage to the fuel injection
Under extreme conditions attention should be given pump.
more frequently and of course the inverse applies. Should this linkage be disturbed it may be reset
The frequency of servicing can reasonably be extended as follows:
under favorable conditions. It is important to note that (1) Adjust right hand drop arm on cross shaft so
the air cleaner sump must never be filled above the that it aligns with the fixed left hand drop arm.
indicated level. The engine must not be run with the (2) Move throttle lever on fuel injection pump to its
oil sump removed. idle or closed position, ie fully forward.
Attention should also be paid to the hose and clips (3) Locate left hand drop arm on cross shaft so
which connect the air cleaner outlet to the engine that it hangs downwards and is slightly forward of its
induction manifold as a perished hose or loose clips vertical position.
will render the air cleaner inoperative. (4) Connect up link rod between fuel injection pump
throttle lever and cross shaft left hand drop arm,
To Remove Air Cleaner Sump adjusting length of link rod by means of forward
ball end connection as required.
(1) Slacken off the two knurled headed screws (5) Close hand throttle lever under steering - wheel
securing the grilJe centre panel. Lift off centre panel. (fully forward position).
(2) Rele-,ase the three clips retaining air cleaner sump (6) Connect up link rod between RH drop arm on
to filter body. Remove air cleaner sump. cross :;haft and lever at base of hand throttle shaft.

adjusting position of throttle shaft lever without
disturbing setting of hand throttle lever and RH drop
arm on cross shaft.
To Set Engine Speeds
Engine idling and maximum no-load speeds are
set by the adjustment of two screws B and C (see
Fig 1) on the fuel injection pump.
The maximum speed adjustmept is sealed on produc­
tion and must only be altered by an authorised
engineer who must reseal the pump with a suitable
identifiable seal. A maximum (no-load) engine speed
of 2.170 + . 30 rpm should be obtained. This is
equivalent to a pto speed of 780 -+- 10 rpm.
It is important to note that a drop in engine revolu­
tions is not necessarily an indication that the fuel
injection pump is at fault and thorough investigation
must be made before any attempt is made to alter
the fuel injection pump settings.
Idling speed can be adjusted by slackening off the
lock nut and turning screw B (see Fig 1) as required.
Anti-clockwise rotation of this screw will reduce
engine speed, clockwise rotation will increase engine
speed.
An idling speed between 440 and 495 engine rpm
is recommended. This is equivalent to a pto speed of
between 160 and 180 rpm. To adjust idling speed
proceed as follows:
(1) Slacken off the clamp bolt securing arms on
Jower end of hand throttle shaft (Fig 4).
(2) Place hand throttle lever in closed position.
(3) Operate throttle linkage from cross shaft and
close throttl� so that arm on fuel injection pump butts
4gainst screw B (see Fig 1).
• (4) Adjust _screw B to required idling speed and
·:·secure locknut.
_j
_J
_I,
Fig I-Fuel injection pump throttle adjustment.
A Pump control rod D Cent plug
B Idling speed adjusting E Vent plug
screw F Fuel cul off control
C Maxinium speed adjusting
screw
FE-65 Fuel System 4-3
(5) Tighten clamp bolt on throttle lever shaft lower
arm.
(6) Recheck idling speed.
To Renew Throttle Control Friction Disc
To prevent the throttle lever being jolted or vibrating
out of its position a spring loaded friction disc is fitted
to the hand throttle lever shaft. It is important to
ensure that this disc is kept clean and does not become
contaminated, with lubricant. Renewal procedure is as
follows:
(1) Remove split pin and washer at lower end of
hand throttle lever shaft.
(2) Slacken off pinch bolt and remove lever, spring,
and spacer.
(3) Remove the two bolts and nuts securing hand
throttle lever shaft to tractor.
(4) Withdraw bracket and friction disc from hand
throttle lever shaft.
(5) Thoroughly clean friction faces before fitting
new friction disc.
Assemble in reverse order.
3. START-AID TANK
The start-aid tank is a small reservoir fitted to
supply the engine thermostat and is connected to
the fuel leak-off return to the fuel tank.
To Remove
(1) Disconnect the three fuel pipes connecting the
start-aid tank to the fuel leak-off system and the
engine thermostat.
(3) Lift off start-aid tank.
Replace in reverse order.
Prime start-aid tank before attempting to use cold
starting equipment.
4. THERMOSTART
To facilitate starting under cold weather conditions
a thermostart is fitted to the engine induction manifold.
This unit comprises a heating coil and a plunger
assembly. It is supplied with fuel oil from the start­
aid tank and is connected to the starter switch. Briefly
the thermostart functions as follows:
(a) The initial anti-clockwise movement of the
starter switch causes current from the battery to be
passed through the heating coil.
(b) Further movement of the starler switch in an
anti-clockwise direction causes the plunger to be
raised from its seat, and also engages the starter
motor.
(c) The resultant depression in the induction
manifold induces fuel oil past the plunger and seat
and through the heating coil where it is vaporised
and ignited.
The thermostart is for cold starting only and should
not be employed when the engine is warm.
A defective thermostart cannot be repaired.
 4-4 Fuel System FE-65

FUEL COCK
(i--
··
�_,J'\
<"",
-�

l
,;

Fig 2-The fuel system arrangement (4A 192 engine).

5. FUEL 'IANK 6. FUEL LIFT PUMP

The robust, heavy gauge fuel tank, located above
the engine is supported on a four point mounting
designed to minimise the transmission of vibration
stresses.
To Remove
(1) Remove hood and side panel assemblies.
(2) Close fuel cock and disconnect fuel pipe.
(3) Disconnect wire at fuel gauge mechanism (if
fitted).
(4) Slacken off unions securing the three fuel pipes
to start-aid tank.
(5) Remove the two bolts, nuts and springs securing
rear of tank to mounting bracket, and lift off start­
aid tank.
(6) Remove the two front securing bolts, nuts and
springs.
(7) Lift off fuel tank.
Ensure rubber mounting pads are not misplaced.
Assemble in reverse order.
Prime and bleed fuel system.
The fuel lift pump is a combined pumping unit and
pre-filter assembly and is mounted on the right hand
side of the engine (see Fig 2 and 3).
To Clean Sediment Bowl
The visual sediment bowl should be examined daily
and removed for cleaning as often as required to
prevent the build up of impurities from the fuel oil.
Removal is effected by slackening the knurled nut
at the base of the bowl, swinging the nut and stirrup
clear of bowl. and removing bowl.
Fluffy rags must not be used for cleaning purposes.
It is suggested that cleaning be carried out by flushing
the sediment bowl in clean fuel oil or paraffin. --,
Before replacing sediment bowl ensure gauze filter
element is clean and in good condition. Attention
should also be given to the rubber sealing ring. A
cracked, perished, or compressed ring must be replaced.
It is advised that the sediment bowl be primed
before finally tightening the knurled stirrup securing
nut.

FUEL TANK
Fig 3-The fuel ,ystem arrangement (4A 203D engine).
To· Remove Pump
(1) Close fuel cock.
(2) Disconnect inlet and outlet connections at fuel
lift pump.
(3) Remove the two nuts and spring washers
securing fuel lift pump mounting flange to engine
cylinder block.
(4) Withdraw fuel lift pump.
(5) Assemble in reverse order using a new flange
gasket.
To Service Pump
(1) Remove sediment bowl, sealing ring, and upper
filter gauze.
(2) Carefully scribe edges of upper and lower pump
bod y edges to ensure correct assembly following
dismantling.
(3) Remove the six screws and spring washers
clamping upper and lower body halves.
(4) Separate upper and lower bodies.
FE-65 Fuel System 4-5
FUEL COCK
FUEL
LIFT
PUMP BLEED
LUG
(5) Turn diaphragm through an angle of 90° and
lift diaphragm, spring, and seal from lower body.
( 6) Should the rocker arm or rocker arm pin be
found to be worn it is advised that a replacement fuel
lift pump be obtained.
(7) The valve assemblies located in the upper body
can be removed by unscrewing the two securing screws
and removing the retaining plate.
Wear on the rocker arm cam contact area may be
ignored provided it does not exceed 0.010''. It must
be borne in mind that cumulative wear on the rocker
arm, rocker arm pin, diaphragm pull rod, and pull
rod fork may absorb a considerable portion of rocker
arm travel and result in reduced diaphragm move­
ment and impaired pumping efficiency.
The valve assemblies are constructed as non repair­
able units. A defective valve will necessitate the fitting
of a new valve assembly. A new valve unit should be
soaked in paraffin prior to fitting.
Once the diaphragm assembly has been disturbed
the refitting of the old unit is not advised.
Renew all springs and gasket as a. matter of routine.

4.6 Fuel System FE-65
To Test Pump Lift
Special equipment is available for testing this type
of pump and its use is advised before refitting the
pump to the engine.
A rough guide to the efficiency of the fuel pump
may be obtained by operating the · rocker lever,
moving the diaphragm to the limit of its downward
travel, and sealing the outlet fuel connection with
thumb or finger. If the valves or diaphragm are faulty
the diaphragm will immediately return to its upper
position when the rocker arm is released.
With a finger placed over the inlet connection and
the rocker arm operated, a depression and resistance
to rocker arm movement should be felt.
When the rocker arm is operated with both inlet
and outlet connections unobstructed a croaking noise
should be heard.
It is pointed out that manual operation of the rocker
arm may give increased diaphragm movement to that
obtained when the pump is fitted to the engine.
7. FUEL FILTERS
It is significant that two fuel filters are installed
between the fuel lift pump and the fuel injection pump
(see Figs 2 and 3).
These filters are fitted, not to compensate for careless
filling, but to protect the finely machined components
of the fuel injection equipment from the ravages of
grit and foreign bodies which may qe present in the
fuel oil.
Careless filling can overburden these filters and defeat
their purpose. It is advised, before attempting to dis­
mantle the fuel filters, that the filter bodies be
thoroughly cleaned externally.
To Service Primary Filter
The primary fuel filter is directly connected to the
.I
fuel lift pump and provides the initial filtering medium
in the fuel system. It employs a replaceable type filter
cartridge which should be renewed at intervals not
exceeding 500 hours.
.)
It is advised that the filter bowl be flushed out every
i 50 hours. This can be readily accomplished by re.moving
the drain plug at the base of the filter bowl and
operating the hand priming lever on the fuel lift
pump. When this operation is carried out it may be
found advisable to conclude by bleeding the fuel
system.
The frequency of attention demanded by the visual
sediment bowl on the fuel lift pump provides an
indication as to the possible condition of the primary
fuel filter bowl.
To renew the filter element, adopt the following
procedure:
(1) Remove drain plug and run off fuel. It may be
found necessary to slacken off bleed plug to permit
fuel to drain off.
..,..•
I
(2) Slacken off fixing bolt at base of filter bowl.
Remove filler bowl complete with fixing bolt and filter
element.
(3) Discard filter element. Reclamation must not be
attempted.
( 4) Flush out filter bowl in clean fuel or paraffin.
Do not use rags.
(5) Examine sealing rings and renew as necessary.
(6) Insert new filter cartridge and assemble bowl.
Bleed fuel system before attempting to start engine.
To Service Secondary Fi)ter
The secondary fuel filter is a CAV filter unit fitted
between the primary fuel filter and the fuel injection
pump.
Two types of secondary filter were fitted to the 65
Tractor.
(a) Machines prior to Serial No 525039 employed
a filter unit which consisted of a filter body head, a
renewable type filter cartridge, and a filter bowl.
(b) Later machines, ie machines from Serial No
525039 and machines fitted with the 4A203D engine
employed a filter unit consisting of a filter body T
I
head, a base, and a renewable cartridge type filter I
element.
In the latter case, the filter cartridge is clamped
between the filter cap and base, the side of the filter
T
'
element forming the middle section of the filter unit. !
This change does not affect maintenance require­
T
ments and filter cartridge renewal should be carried
out every 1000 hours.
Filter element reclamation must not be attempted.
8. FUEL INJECTION PUMP
The distributor type CAV fuel injection pump (see
Fig 4) is a robust precision built unit incorporating a
mechanical governor.
The fuel injection pump is gear. driven from the Ti
engine timing case.
Features of this pump include accurate, pre­
determined, non-adjustable phasing, automatic lubrica­
tion (provided by the fuel oil), sensitive speed control
and an automatic injection advance mechanism.
Pump Operation
A central, rota-ting member functions as a pumping
and distributor rotor. This member is driven by a
splined drive shaft in the base of the pump housing
and carries at its outer end a vane type fuel transfer
pump.
The rotor is a close fit within a stationary cylindrical
body called the hydraulic head. The pumping section
of the rotor has two opposed pump plungers. These
are operated by means of a stationary inte(nal cam
ring carried in the pump housing. through railers and
shoes sliding in the rotor, Normally the cam ring has
as many internal lobes as the engine has cylinders.
The opposed plungers have no springs but are moved
outwards by fuel pressure.
 FE-65 Fuel System 4-7
... MkH�.NICAL. METERING VALVI:
·Goy��N,OR.- '• ....... ··:..-.r. --�
;:,
HYDitAUUC.
� 1-iEAD·.,,-,·
.-.·.� .. .
.. ---\""'. � .
:. ·, ,.- �·. ,,.. . : _.·

.__ -:�rlV��H�B-) ._ ..
:
1� .
. ,,

.
•

��:..::-
•j��-

--:/ ...
. ..--.:�--..· _ .
;.:��

�·-
•
•
•
f !

- ��-- •·-�

. o9'i�J�t1�iI�al�lvJ.
?_: ..1,·t� 1

Fig 4--The fuel injection pump.

The distributing part of the rotor contains a central control and regulates the flow of fuel through the
axial passage · which connects the pumping space metering port into the pumping section of the rotor.
between the plungers with ports drilled radially in The volume of fuel passing into the pumping element
the rotor which provide for fuel inlet and delivery. is thus controlled by the transfer pressure, the position
One radial hole is the distributing port, and as the of the metering valve, and the time during which an
rotor turns this aligns successively with a number of inlet port in the rotor is aligned with the metering
outlet ports (equal to the number of engine cylinders) port in the hydraulic head.
in the hydraulic bead, from which the injectors are
fed via external high pressure pipes.
Pumping and Distribution
A similar number of inlet ports are spaced round
the rotor and align successively with a single port The functions of pumping and distribution of the
in the head. This is the inlet or metering port and metered fuel are illustrated (see Fig 5). The left hand
admits fuel under the control of the governor. diagram A shows the charging phase and the right
hand diagram B the actual pumping and distribution
Metering of Fuel of the metered charge.
Fuel entering the pump through the feed oil connec­ As the rotor turns, a charging port in the rotor
tion on the pump end plate, passes through a fine aligns with the inlet port in the hydraulic head and
gauze filter to the inlet side of the vane type transfer fuel, at metered pressure, flows into the central passage
pump. The fuel pressure is then raised to an inter­ in the rotor forcing the plungers apart. The amount
mediate level known as transfer pressure which is of plunger displacement is determined by the amount
controlled by a piston type regulating valve housed of fuel which can flow into the element while the
in the end plate. ports _are aligned (see Fig SA).
Transfer pressure does not remain constant but As rotation of the rotor continues, the inlet port is
increases with the speed of rotation of the pump. shut off and as the single distributor port in the rotor
Fuel at transfer pressure passes through a passage in comes into alignment with one of the distributing
the hydraulic head to an annular groove in lhe rotor ports in the hydraulic head the actuating rollers contact
and thence to a chamber which houses the metering the ram ring lobes and the plungers are forced inwards
valve. (see Fig 5B) causing fuel oil to be passed to the
The metering valve is operated by the engine throttle injectors at high pressure.
 4-8 Fuel System FE-65

Maximum Fuel adjustment (6) Withdraw fuel pump complete with quill driving
shaft from engine timing case.
As previously described the outward travel of the When refitting the fuel injection pump or a replace­
plungers is controlled by the quantity of fuel permitted ment unit, align the master spline of the pump driving
to enter th� pumping element. It follows, therefore, shaft with the master spline inside the master gear
that a maximum fuel setting can be obtained by
limiting the maximum outward travel of the plungers. �da_Ptor and offer up the injection pump to the engine
tunmg case. Then:
(I) Align scribed lines on timing case and fuel
The Governor pump flange.
Engine speed is controlled by a mechanical governor (2) Replace and tighten pump securing nuts and
incorporated in the fuel injection pump (see Fig 4). spring washers.
This governor is of the flywheel type, the weights (3) Assemble controls and fuel lines in reverse order.
being carried in a retainer clamped between the driving (4) Bleed fuel system before attempting to start
hub and a step on the driving shaft. engine.
T�e weights are a sliding fit in the pockets of the
r:tamer and are so shaped that in operation they
pivot about one edge. As the weights pivot they move
1
a sliding thrust sleeve. The movement of the thrust
sleeve is transferred to the fuel mesering valve through
a linkage and spring system.
The metering valve consists of a small shaft, slotted
on one side to provide a port. This valve is situated
in the chamber in the hydraulic bead through which
the fuel passes from the transfer pump to the metering
port and to the inlet ports of the rotor.

ROTOR ROTOR
!
FUEL
IN
0
FUEL TO Fig b--To remove the fuel ln)eclion pump (4A 192 enginel,
INJECTOR

•
PUMP
To Remove and Replace Pump on 4A 203D Engine
To remove pump (see Fig 7) proceed as follows:
PUMP PLUNGER (1) Disconnect throttle and stop controls.
PLUNGER (2) Disconnect injector pipes.
(3) Disconnect low pressure fuel lines.
A B (4) Seal off all disconnected fuel connections.
Fig 5--Pumping and distribution diagrams.
(5) Remove lubricating oil filter inspection plate i
from front of engine timing case.
-I (6) Remove the three setscrews securing fuel pump
t driving gear to fuel pump shaft.
j Rotation of the metering valve varies the position
of the slots relative to the oblique fuel port, thus (7) Remove the three nuts and spring washers
regulating the supply of fuel to the pump. securing fuel injection pump mounting flange to rear

To Remove and Replace Pump on 4A 192 Engine
To remove the pump (see Fig 6), proceed as follows:
{l) Remove injector pipes.
(2) Disconnect throttle and stop control linkages.
(3) Disconnect low pressure fuel supply pipes.
(4) Mask, or blank off all disconnected fuel unions.
! (5) Slacken �ff and remove the three nuts and spring
I washers. Secunng pump mounting flange to rear of
engine timing case.
7
of engine timing case.
(8) Withdraw fuel injection pump.
Assemble in reverse order ensuring that the fuel
pump driving gear dowel is properly located and the
scribe lines on the engine timing case and fuel pnmp 7'
mounting flange are aligned.
Bleed fuel system before attempting to start engine.
7
To Check Fuel Injection Timing (4A 192 Engine)
{1) Remove the rubber plug on the front face of
the transmission housing and remove the exhaust pipe

l
I
7'

i

Fig 7-To remove the fuel injection pump (4A 203D engine}.
of the low mounted silencer so that the flywheel
inspection hole may be viewed unobscured.
(2) Turn crankshaft until Nos 1 and 4 pistons are
at top dead centre with number I piston on compres­
sion stroke. In this position th.! tdc mark on the fly­
wheel should appear in the middle of the inspection
hole.
(3) Turn crankshaft 90 ° in reverse direction of
rotation ancl slowly rotate crankshaft in running
direction. It will be seen that two other marks appear
. before the tdc mark. These marks are Spill 18 and
Spill 23. On later engines the mark previous Iv tdc
is Spill 20.
Engines prior to No 2404192 have a tdc mark only.
· The injection point can be marked with a pair of
dividers set accurately at 2.34".
(4) With one leg of the dividers located at the outer­
section of the tdc line and the annular groove o.f the
starter ring gear and flywheel, scribe a line to the
right of the tdc mark. This line may be used as a
Spill timing mark.
(5) With number 1 cylinder on compression stroke
and the appropriate Spill mark in the centre of the
flywheel inspection port break the seal of the inspection
cover on the side of the fuel injection pump and
remove the inspection cover.
NOTE: The breaking of the seal on the inspection
cover should be undertaken by experienced and
authorised representatives who must reseal the cover
plate with a suitable identifiable seal.
(6) Slacken off, but do not remove the three set­
screws securing the driving plate or adaptor to the
gear and its driving hub. Note the timing marks on
the front face of the fuel pump driving gear and the
fuel pump driving plate. Move the driving gear adaptor
in the required direction to align the C mark on the
fuel pump rotor with the scribed line on the lower lobe
of the circlip.
(7) Tighten the three securing setscrews of the fuel
FE-65 Fuel System 4-9
pump driving gear and again check the alignment of
the timing marks 'inside the fuel injection· pump.
(8) Re-mark fuel pump driving gear and· adaptor
as required.
(9) Replace fuel pump inspection cover and re-seal.
(10) Replace the inspection panel on the timing case
front cover.
(11) Bleed fuel system before attempting to start
engine.
To Check Fuel Injection Timing (4A 203D Engine)
(1) Remove the rubber plug on the front face of
the transmission housing and remove the exhaust pipe
of the low mounted silencer to enable the flywheel
inspection port to be viewed unobstructed.
(2) Turn crankshaft to position numbers l and
4 pistons at tdc with number I cylinder on compres­
sion. In this position the tdc mark on the flywheel
should be in the mid position of the inspection post.
(3) Rotate crankshaft 90° in reverse direction to
normal rotation.
(4) Slowly turn engine in normal direction of
rotation until the 24 ° mark is in the centre of the
flywheel inspection port. Break the seal on the fuel
pump inspection cover and remove the cover.
NOTE: The breaking of this seal must only be carried
out by experienced and authorised personnel who must
reseal the cover with a suitable identifiable seal. If
the timing gear arrangement has not been interfered
with there will be seen inside the fuel pump cover
a scribed line marked B. The scribed line should align
with another scribed line on the circlip when the
crankshaft is set at 24 ° btdc as described.
To Adjust Fuel Injection Timing (4A 203D Engine)
(1) If the B mark on the fuel pump rotor does not
align with the circlip mark it will be necessary to
slacken off the nuts securing the injection pump to
the timing case and twist the body of the pump in
the required direction to enable the circlip mark to
align with the B mark on the rotor.
(2) Tighten the setscrews securing the fuel miection
pump to the timing case and again check the align­
ment of the timing mai:ks before replacing the fuel
pump inspection cover.
(3) Re-seal the inspection cover.
(4) Prime and bleed fuel system before attempting
to start engine.
9. BLEEDING THE FUEL SYSTEM
Throughout this Group it will have been noticed
that reference has been made to bleeding the fuel
system following the assembly or replacement of the
various components with which this Group is
concerned. This is an important point which must
never be overlooked when any component in the
fuel system is disturbed.
 4-10 Fuel System FE-65
The fuel·· injection · eq uipment- ·only functions by
reason·. of the almost incompressibility of the fuel oil
and' the presence· of air in the fuel system or Jines can
render the engine inoperative.
To bleed the fuel system proceed as follows:
(1) Open vent plug on Primary filter and operate
hand priming lever on fuel lift pump until fuel free
of air bubbles issues from vent plug.
(2) Close v-ent plug.
(3) Operate hand priming lever to exhaust air from
secondary filter.
(4) Open lower vent plug on fuel injection pump
and again operate priming lever until fuel oil free of
air bubbles issues from vent plug.
(5) Close lower vent plug and open upper vent plug
in fuel injection pump and repeat priming operation.
(6) Close upper vent plug.
(7) Slacken off Nos 1 and 4 or Nos 2 and 3
injection pipe unions at injectors and motor engine
on starter until fuel oil spurts from slackened unions.
(8) Tighten union nuts.
NOTE: Tfi:e fuel s�op control must be' in the run
position when this operation is cafried out.
THe engine is now ready for starting.
.... . .
_.....__ - -,.
10. INJECTOR SEITINGS
4A 192 Engine:
Engines prior to No 2426548 ........................ 140 atmos:
Engines from No 2426548................................... 120 atmos
4A 203D Engine:
New ......................................................................................... 190 atmos.
Working................... ............................................................. 175 atmos
NOTE: Injectors cannot be serviced without a proper
test rig and special equipment. It is advised that the·
copper ·washer, fitted to provide a seal between the
nozzle body and the cylinder head, be renewed when­
the injectors are disturbed.
11. INJECTION PIPES
The injection pipes connect the fuel injection pump·
to the injectors. These pipes are subje<.:Led to high
working pressures and correctly fitted unions are·
essential.
Injection pipes must not be twisted or distorted from
their original form and the nipples must align correctly
with their respective unions. These nipples should be·
examined each time opportunity permits eg nozzle
ti
changing, manifold gasket renewal, etc. If signs of
cracking or excessive compression are evident the
nipple should be renewed.
lr
7
I
f
7
!
 E.�-65 Electrical System �-1-

GROUP 5

ELECTRICAL SYSTEM

SPECIFICATIONS .......... ,.................................................... ............................... ..................... 5-2

SERVICE INFORMATION - PROCEDURES
1. BATTERIES ............................................................................................................ 5-3
2. GENERATOR ...................................................................................................... 5-4
3. STARTER MOTOR - MODEL M45G ................................. 5-6
4. STARTER DRIVE ASSEMBLY ................................................... 5-10
5. CO-AXIAL STARTER TYPE CA45 ............................................. 5-12
6. CONTROL BOX ......................................................... ...................................... 5-19
7. STARTER
' SWITCH - MODEL S60 No 31629E ...... 5�22
8. THERMOSTART CA.V TYPE ............................................. . ......... 5-22
9. NEU,TRAL SAFETY SWITCH SSl0, No 31601A ..... 5-22 .
10. WIRING ..........:.......................................................................................................... 5-22

·,_,:, - ,. ·-
5-2 Electrical System FE-65

SPECIFICATIONS

BATTERY
Models:
HRT 21E-80 and HR1Z 21E_:_80 for use with M45G starter motor. ,·
HRTK 23E-80 and HRTKZ 23E-80 for use with CA 45 Co-axial type. /·
Ampere hour capacity: II

HRT 21E-80 HRTK 23E-80 t

at 10 hour rate 128 140 q-
at 20 hour rate 146 160

GENERATOR
Model ................................... ...... ........................................................................... ·...... C39P-2 Part :t-lo 22259. 12 volt.
Type: 2 Pole, 2 Brush ................................................................................. Shunt-wound, compensated voltage control.
Connections:
Larger generator· terminal to D terminal on voltage control box, smaller generator terminal to F terminal
on voltage control box. Cross connections will c ause serious damage to regulator in control box.
Performance data:
C utting-in speed ............................................................................................. 1050-1200 rpm at 13.0 generator volts
Maximum test output .............................................................................. 19 amp at 1900-2150 rpm at 13.5 generator volts
with a· resistance load of 0.71 ohms, connected
between D terminal and earth
Continuous maximum output· ........................................................ 11 amp
Field resistance ................................................................................................ 6.1 ohms
Rotation .............................................................................................................,.... Clockwise (driving end)
Brush tension ................................................................................................... 22-25 oz. renew springs if tension is below 16 oz
Brushes ...................................... ............................................................................. Renew brushes when worn to 11/32"

STARTER MOTOR
Model ...................... .......... ...... ................................................................................. M45G Part No 26133 12 volt
Type: 4 pole, 4 brush .................. .......................................... .................. Earth return•seiies parallel field
Performance data:
(a) Light running current .................................................................. 90 amp at 8,000-9,000 rpm
(b) Lock torque ............................................................................................. 32.5 ft/lb with 900 amp at 6.4 terminal volts
(c) Torque at 1,000 rpm ........................................................................ 15.5 ft/lb with 500 amp at 8.8 terminal volts
NOTE: The figures given at (a), (b) and (c) are based on the use of a fully charged 12 volt battery
having a capacity of 115 ampere hours at the 10 hour rate.
Brush tension ...................................................................................................... 30-40 oz-renew springs if tension is below 25 oz
Brushes ........................................................................................................................ Renew brushes when worn to 5/16"
Starter drive:
Type ........................................................................................................................ Self-indexing plate clutch drive
Rotation ............................................................................................................... Clockwise (driving end)
Slipping torque ............................. . ............................................................... 800-900 in/lb
Adjustment ............................................ ............................................................ Shims
Out of mesh clearance ........................................................................... -Ir" ± 3/32"
SOLENOID
Model ................ ............. ... .............. ........................................................................ 6/S (fitted on 26133 A, B, C)
Model .... ...................................... ................. ...... ................. ................................... 7/S (fitted on 26133 D)
 FE-6.5 Electrical System 5-3

SPECIFICATIONS-Continued

Performance data:
Model 6/S Model 7/S
Closing coil resistance.............................................................................. 0.23-0.27 ohms 0.14-0. 16 ohms
Hold-on coil resistance .......................................................................... 0.71-0.88 ohms 0. 68-0. 79 ohms
Spring pressure to close contacts................................... ............... 7-9 lb 3-5 lb
Spring pressure to push plunger home.................................... 13-181b 9.5-14.5 lb
Plunger movement to close contacts.......................................... 0.545"-0.555" 0.I 16"-0. 189"
Total plunger movement ................. ................................................... 0. 606"-0.663" 9 .0263"-0.273"
7 STARTER MOTOR
Model ...................................................... ............. ....................... ...... ...................... CA45 12 volt. Co-axial type
CONTROL BOX
Model...................................................... .................... ................................................. RB108. Part No 37228
(a) Cut-out:
- Cut-in voltage................................................................................................... 12.7 = 13.3 volts
Drop-off voltage .............................................................................................
Reverse current.........................................�:...................................................
8.5 = 11.0 volts
3.0 5.0 amp3
I

(b) Regulator setting on open circuit relative to ambient temperature:

I 10° C (50° F) .......................................................................... ............... .......... 15.9-16.5volts
_j
20° C (68°F) ..................................... .. ............................... ............................... 15.6-16.2 volts
30° C (86°F) ...................................................................................................... 15.3-15. 9 volts
40° C (104° F) .............................. ............................................................. ...... 15.0-15.6 volts
COMBINED STARTER AND HEATER SWITCH
M9del........................ .................................................................................................... S.60 Part No 31629E
NEUTRAL SAFETY SWITCH
_j A Model .. ................................... ......................... .............................................................. SSl0 part No 31601A
AMMETER
Model........................................... .... .................................................................. ......... . CZU26 part No 36047E

SERVICE INFORMATIO N - PRO CEDURES

1. BATTERIES (b) Once a week, or daily in hot weather, examine

Models HRT 2lE-80 and HRTK 23E- are sup­ the level of the electrolyte in the cells. If necessary
plied dry and uncharged, and batteries models HRTZ add distilled water to bring the level up to the top
J 2IE-80 and HRTKZ 23E-80 are supplied dry but of the splash guard.
with their plates in a charged condition. Routine main­ Distilled water should always be used for topping­
tenance is the same for all four models. up. In an emergency however, drinking water, clean
NOTE: All four batteries have separators of a dry rain water or melted snow may be used. Salt water,
inert material. chlorinated water, chemically softened water and stag­
nant water must not be used.
Routine Maintenance NOTE: Never use a naked light when examining a
.-..!. (a) Wipe away any foreign matter or moisture from battery, as the mixture of oxygen and hydrogen given
the top of the battery, and ensure that the connec­ off tire battery when on charge and to a lesser extent
tions and the fixings are clean and tight. when standing idle, can be dangerously explosive.

i
--1, :
 5-4 Electrical System FE-65
2. GENERATOR
The generator is a shunt-wound two-pole two-brush
machine, arranged to work in conjunction with a com­
pensated voltage control regulator unit. The machine
is 3.9" in diameter, non-ventilated and has a ball bear­
ing at the driving end and a porous bronze bush at
the commutator end.
The output of the generator is controlled by the
regulator unit and is dependent on the' state of charge
of the battery and the loading of the electrical equip­
ment in use.
When the battery is in a low state of cparge, the
generator gives a high output, whereas if the battery"
is fully charged, the generator gives only sufficient
output to keep the battery in good condition with­
out any possibility of over-charging. An increase in
output is given to balance the current taken by lamps
and other accessories when in use.
When fitting a new control box, it is important
to use only an authorised replacement. An incorrect
replacement can result in damage to the generator.
Routine Maintenance
(a) Every 250 hours, inject a few drops of any high
quality medium viscosity (SAE 30) engine oil into the
hole marked OIL at the end of the bearing housing.
(b) Every 500 hours the brushgear should be in­
spected by a competent electrician.
(c) Occasionally inspect driving belt and, if neces­
sary, adjust to take up any undue slackness by turn­
ing the generator on its mounting. Care should be
taken to avoid over-tightening the belt, the tension
needed being approx ¾" depression midway between
generator and crankshaft pulleys. See that the machine
is properly aligned, otherwise undue strain will be
thrown on the generator_ bearing�.
. ·· . .
To "Test in Position·
In the event of a fault in the charging circuit adopt
the following procedure to locate the cause of trouble.
(1) Inspect the driving belt and adjust if necessary.
·BRUSH BRUSH SPRING THRUST COLLAR COMMUTATOR
.;
FIELD
. TERMINAL
NUT &WASHE
:j
1 �@---
Fig I-Generator dismantled.
--· -·-----...-- -·-- - -
(2) Check that the generator and control box are
connected correctly. The larger generator terminal
must be connected to control box terminal D and the
smaller generator terminal to control box terminal
F. Check the earth connection to control box terminal
E.
(3) Switch off all lights and accessories, disconnect
the cables from the terminals of the generator.
(4) Start the engine and set to run at normal idling
speed.
(5) Connect voltmeter · from terminal D to F and
speed up engine. Voltmeter should read 2-4 volts. This.
indicates armature and brushes are satisfactory. If
zero reading, free brushes and re-check. If reading
is still zero armature is faulty.
(6) Leave the voltmeter as for step 5 and connect
an ammeter from terminal D (large terminal) to ter­
minal F (small terminal). Raise engine speed slowly.
Voltage should rise with speed. Adjust voltmeter by
speed variation to read exactly 12 volts. Ammeter
should then read 20 amp. 2-4 volts indicate broken
field. 12 volts but 4 amp on ammeter indicates earthed
field.
If voltage does not rise rapidly and without fluctu­
ation the unit must be dismantled.
NOTE: Excessive sparking at the commutator in the
above test indicates a defective armature which should
be replaced.
If· the generator is in good order, remove the link
from between the terminals and restore the original
connections, taking care to connect the larger terminal'
to control box terminal D and the smaller terminal
to control box terminal F.
To Dismantle
(1) Take off the driving pulley.
(2) Unscrew and withdraw the two through bolts .
(3) The commutator end ·bracket can now be with-
drawn from the generator yoke.
(4) The driving end bracket together with the arma­
ture can now be lifted out of the yoke. Take care not
to lose the fibre thrust washer or collar.
FIELD COIL
�I®
ISTANC[ COLLAR
YOKE

(5) The driving end bracket, which on removal
from the yoke has withdrawn with it the armature
and armature shaft ball-bearing, need not be separated
from the shaft unless the bearing is suspected and
requires examination, or the armature is to be replaced;
in this event the armature should be removed from
the end bracket by means of a hand press.
Then proceed to dismantle the brushgear as follows:
(6) Lift the brushes up into the brush boxes and
secure them in that position by positioning the brush
spring at the side of the brush.
(7) Fit the commutator end bracket over the com­
mutator and release the brushes.
(8) Hold back each of the brush springs and move
the brush by pulling on its flexible connector. If the
movement is sluggish, remove the brush from its holder
and ease the sides by lightly polishing on a smooth
file. Always refit brushes in their original positions.
If the brushes are badly worn, new brushes must be
fitted and bedded to the commutator. The minimum
permissible length of brush is H".
(9) Test the brush spring tension using a spring
scale. The tension of the springs when new is 22-25 oz.
In service, it is permissible for this value -to fall to
15 oz before performance may be affected_ Fit new
springs if the tension is low.
To Service Commutator
A commutator in good condition will be smooth
and free from pits or burned spots. Clean the com­
mutator with a petrol-moistened cloth. If this is in­
effective, carefully polish with a strip of fine glass
paper while rotating the armature.
' To remedy a badly worn commutator, mount the
armature, with or without the drive ·end bracket, in
a lathe, rotate at high speed and take a light cut with
·a very sharp tool. Do not remove more metal than
is necessary. Polish the commutator with a very fine
glass paper. Emery cloth must not be used on the
commutator_ Undercut the insulators between the seg­
ments to a depth of "Jl.i" with a hacksaw blade ground
to the thickness of the insulator.
_,
To Service Armature
Indication of an open-circuited armature winding
will be given by burnt commutator segments. If arma­
ture testing facilities are not available an armature can
be checked by substitution.
To remove the armature shaft from the drive end
bracket bearing, support the bearing retaining plate
firmly and press the shaft out of the drive end bracket.
IN�EGME�UCATOR
RIGHT WAY WRONG WAY
Fig 2
J
I
i
J
FE-65 Electrical System 5-5
When fitting the new armature, support the inner
journal of the ball bearing, using a mild steel tube of
suitable diameter. whilst pressing the armature shaft
firmly home.
No attempt should be made to machine the armature
core or to true a distorted armature shaft.
To Service Field Coils
Measure the resistance of the field coils, without
removing them from the generator yoke, by means
of an ohm meter connected between the field terminals
and the yoke.
The correct value of resistance for the field coil is
6.1 ohms.
If an ohm meter is not available, connect a 12 volt
DC supply between the field terminal and generator
yoke with an ammeter in series. The ammeter reading
in each case should be approximately 2 amp. Zero
reading on the ammeter or an Infinity ohm meter
reading indicates an open circuit in the field winding.
If the current reading is more than 2 amperes,
or the ohm meter reading much below 6 ohms, it
is an indication that the insulation of one of the field
coils has broken down.
In either event, unless a substitute generator is
available, the field coils must be replaced. To do this,
carry out the following procedure:
(1) Drill out the rivet securing the field coil ter­
minal assembly to the yoke, and unsolder the field
coil connections.
(2) Remove the insulation piece which is provided
to prevent the junction -of the field from contacting
the yoke.
(3) Mark the yoke and pole shoes so that the latter
can be refitted in their original positions_
(4) Unscrew the two pole shoe retaining screws by
means of a wheel-operated screwdriver.
(5) Draw the pole shoes and coils out of the yoke
and lift off the coils.
(6) Fit the new coils over the pole shoes and place
them in position inside the yoke. Take care to ensure
that the taping of the field coils is not trapped between
the pole shoes and the yoke.
(7) Locate the pole shoes and field coils by lightly
tightening the fixing screws.
(8) Fully tighten the screws by means of the wheel­
operated screwdriver and lock them by caulking.
(9) Replace the insulation piece between the field
coil terminal tags and re-rivet the terminal assembly
to the yoke.
To Service Bearings
Bearings which are worn to such an extent that
they will allow side movement of the armature shaft
must be replaced.
To replace the bearing in a commutator end bracket
proceed as follows:
(1) Remove the old bearing bush from the end
bracket. The bearing can be withdrawn with a suitable
5-6 Electrical System FE-65
extractor or by screwing a {" tap into the bush for a
few turns and pulling out the bush with the tap. Screw
the tap squarely into the bush to avoid damage to the
bracket.
(2) Insert the felt ring aluminium disc in the bear­
ing housing then press the new bearing bush into the
end bracket, using a shouldered. highly polished
mandrel of the same diameter as the shaft which is
to fit the bearing, until the visible end of the bearing
is flush with the inner face of the bracket.
Porous bronze bushes must not be opened out after
fitting, or the porosity of the bush may be impaired.
NOTE: Before fitting the new bearing bush it should
be allowed to stand for 24 hours completely im­
mersed in a good grade thin engine oil; this will allow
the pores of the bush to be filled with lubricant.
The ball bearing at the driving end is replaced
as follows:
(3) Drill out the rivets which secure the bearing
retaining plate to the end bracket and remove the
plate.
(4} Press the bearing out of the bracket, and remove
the corrugated washer. felt washer and oil retaining
washer.
INJECT
OIL HERE
FELT RING ALUMINIUM DISC.
Ffg 3-Commutotor end beoring assembly.
(5) Before fitting the replacement bearing see that
it is clean and pack it with high melting point grease,
such as Energrease RBB 3.
(6) Place the oil retaining washer, felt washer and
corrugated washer in the bearing housing in the end
bracket.
(7) Locate the bearing in the housing and press it
home.
(8) Fit the bearing retaining plate, insert the new
rivets from the inside of the end bracket and open
the rivets by means of a punch to secure the plate
rigidly in position.
To Re-assemble Generator
In the main the re-assembly of the generator is a
reversal of the dismantling operations, and the follow­
ing steps are advised:
BEAR INC FELT
\ WASHER
�OJ·
T
BEARING COAA\JGATEO OIL
RETAIN ING
PLATE
WASHER RETAINING
WASHE R
1
l
Fig 4-0riving end bearing assembly.
(1) Fit the new drive end bracket to an armature
shaft. The inner journal of the bearing must be sup­
1
ported by a suitable tube. Mild steel tubes approx
4" long and t" thick can be used, the internal diameter
being t".
1'
I
NOTE: Do not use the drive end bracket as a support
for the bearing whilst fitting an armature.
(2) Fit the yoke to the drin end bracket.
(3) Lift the brushes up into the brush boxes and
. I
secure them in that position by positioning the brush
l
spring at the side of the brush.
(4) Fit the commutator end bracket on the arma­
ture shaft until the brush boxes are partly over the
commutator. Place a thin screwdriver on top of each
l
brush in turn and press the brush down on the com­
mutator. The brush springs should then position them­
selves on top of the brushes.
(5) Fit the commutator end bracket to the yoke so.
that the projection on the bracket locates in the yoke. 7
(6) Refit the two through bolts. !
After re-assembly lubricate the commutator end
bearing (see Fig 3).
3. STARTER MOTOR, MODEL M45G
7
7
This starter motor is a four-pole, four-brush earth
return machine with series-parallel connected field coils.
A solenoid-operated pre-engaged drive assembly is
carried on an extension of the armature shaft. The
main features of this type of drive are as follows: -,
(a) Positive pinion engagement, preventing the pinion !
being thrown out of mesh whilst starting.
(b) Dual-purpose plate-clutch incorporated in the
drive assembly giving over-speed and over-load pro­
tection.
(c) Self-indexing pinion to ensure smooth engage­
ment between the pinion and the flywheel teeth
before the starter motor begins to rotate.
(d) Armature braking system to ensure rapid return
to rest when the starter button is released.
On turning the starter switch, a solenoid unit mount­
ed on the starting motor yoke is energised and actuates
a forked lever to engage the drive pinion with the
engine flywheel. On occasions of tooth-to-tooth abut­
ment, axial movement of the pinion is arrested whilst

BEARING COVER COPFEPI 50L[NO 10
�as
GUSH IA.NO LINK UNIT
COMMUTAlOR ENO
8AACKET
ARMATURE. V
!HAOUGH BOLTS
Fig 5-M45G starter motor dismanlled.
a helically splined sleeve in which the p1ruon is car­
ried, continues to move forward. This causes the
.pinion to rotate relative to the flywheel. When the
� beyond the occasional inspection of the electrical con­
r teeth become aligned, spring pressure slides the pinion
---' · into mesh with the flywheel.
When the pinion is properly engaged with the fly­
.· wheel teeth a pair of contacts arc closed in the rear
··or the unit. Closure of the contacts connects the
·.motor to the battery, the armature rotates and the
· ·�tarter pinion commences to crank the engine. When
the engine fires and the starter switch is released, the
solenoid unit is de-energised and the spring-loaded
plunger withdraws the starter pinion to its out-of­
mesh position. The armature is brought rapidly to
rest by the centrifugal action of a pair of spring­
loaded brake shoes bearing against a brake drum inside
the intermediate bracket.
Provision is made to ensure that in the case of the
pinion jamming in mesh (this may occur with an engine
which fails to start) there is sufficient slack in the
engagement lever-to-solenoid plunger linkage to permit
the solenoid switch contacts to open.
In the event of the drive remaining in mesh with
the flywheel after the engine has run up to speed the
starter motor armature is protected from over-speeding
by the plate clutch assembly. This clutch allows torque
to be transmitted from the starter motor to the cn!!ine
but not in the reverse direction which is free running.
The clutch is set to slip at between two and three
times normal starting torque, thus providing oxer­
Joad protection for the starter motor. Back-firing is
a typical example of overloading.
.!
FE-65 Electrical System f,-7
ft<CiAGEMENT RUll&ER SUL
LEVfR
INTERMEDIATE BRACKET
l[ARING
BUSH
Routine Maintenance
The starter motor requires no routine maintenance
nection which must be clean and tight, the brush gear,
and the commutator.
After the starter motor has ben in service for some
time, remove the starter motor from the engine and
submit it to a thorough bench inspection, observing
the following points.
(l) Bush wear (this is a fair indicaLion of the amount
of work done). Renew brushes worn to, or approaching
-f-." length.
(2) Brush spring tension. Correct tension is 30-40 oz.
Renew springs if tension has dropped below 25 oz.
(3) Skim commutator if it is pitted or badly worn.
(4) Check bearings for excessive side play of arma­
ture shaft.
(5) Check pinion movement.
(6) Clean and lubricate the indented bearing inside
the pinion sleeve using a bentonite based grease for
this purpose.
(7) Clean and lubricate the indented bronze bear­
ing in the intermediate bracket.
To Test in Position
Switch on the lamps. If the tractor is not equipped
with lighting, then connect an 0-20 voltmeter across
the battery terminals before proceeding. Operate the
starter control and watch for the following symptoms:
(1) The lamps dim, or voltmeter reading drops to
about 6 volts, and the m0tor does not crank the
engine
 5-8 Electrical System FE-65
Check battery (must be at least half-charged) and
battery lugs (clean and a good earth connection). Check
by hand-cranking that the engine is not abnormally
stiff.
(2)_ The lamps do not dim, the voltmeter reading
remams steady at about 12 volts, and the motor does
not crank the engine.
Connect voltmeter from solenoid terminal BAT, and
starter yoke, operate starter:
No volts indicated.
(a) Poor Jug connections at battery.
(b) Bad earth connection.
(c) Broken starter lead, battery to starter.
Full volts, i.e., 12-14 volts indicated.
(a) Faulty solenoid switch.
(b) Open circuit in starter-check brushes.
To Test on the Bench
(11 Removing the starter motor from the engine:i
Disconnect the battery. Disconnect and remove the
starter motor from the engine.
(2) Measuring the light running current:
With the starter motor securely clamped in a
vice and using a 12 volt battery, check the light run­
ning current (see Fig 6) which should be 90 amp
at 8,000-9,000 rpm. If there appears to be excessive
sparking at the commµtator. check that the brushes are
clean and free to move in their boxes, and that the
spring pressure is correct.
(3) Carry out a torque test (see Fig 7), should be
32.5 ft/lb, with 900 amp at 6.4 terminal volts. If a
constant voltage supply is used it is important to
adjust this to be 6.4 volts at the starter terminal when
testing.
An indication of the nature of the fault, or faults,
may be deduced from the results of the no-load and
lock torque tests, as follows:
(a) Speed, torque and current consumption correct:
Assume motor to be in normal operating condition.
(b) Speed, torque and current consumption low:
High resistance in brush gear. e.g., faulty connec­
tions, dirty or burned commutator causing poor brush
i contact.
., (c) Speed and torque low, current consumption hioh:
Tight or worn bearings. bent shaft, insufficient :nd
play, armature fouling a pole shoe, or cracked spigot
on drive end bracket. Short-circuited a-rmature, earthed
armature or field coils.
(d) Speed and current consumption high, torque low:
Short-circuited windings in field coils.
12-VOLT
IIATTERY
Fig b--Meosuring light running current,
SPRINC
BALANCE
12 VOL
T
&ATT_E,RY
i i 1i i 1i i i 'i i iii 'ii i1 i
TOR0U£ ARM PINION Cl.AMP
Fig 7-Measuring lack torque and lock current.
. (e) Armature does not rotate, no current consump­
t10n:
Open circuited armature, field coils, or solenoid unit.
If the commutator is badly burned there may be poor
contact between brush� and commutator.
. (f) Armature does not rotate, high current consump­
tion:
Earthed field winding or short circuited solenoid
unit. Armature physically prevented from rotating.
(g) Excessive brush movement causing arcing at
commutator:
Defective armature windings, sticking brushes or
dirty commutator.
To Dismantle
(1) Disconnect the copper link between the lower
solenoid terminal and the starter motor yoke.
(2) Remove the solenoid unit securing nuts. With­
draw the solenoid from the drive end bracket cast­
ing, carefully disengaging the solenoid plunger from
the starter drive engagement lever.
(3) Remove the cover band and lift the brushes
from their holders.
(4) Unscrew and withdraw the two through bolts
from the commutator end bracket. The commutator
end bracket and yoke can now be removed from the
intermediate and drive end brackets.
(5) Extract the rubber seal from the drive end
bracket.
r
(6) Remove the nut securing the eccentric pin on
t
w?ich the starter drive engag;ment lever pivots and
withdraw the pin.
(7) Separate the drive end bracket from the arma­
ture and intermediate bracket assembly.
(8) Remove the washer from the end of the arma­
ture shaft extension and slide the drive assembly and
engagement lever off the shaft.
(9) If it is necessary to dismantle the drive assembly,
proceed as described.
(10) Remove the intermediate bracket retainino rino
from the armature shaft extension and slide the b;acket
and brake assembly off the shaft.
To Impect on the Bench
(I) Solenoid-
The solenoid unit contains two coils; a closina coil
which is by-passed when the plunger is drawn"' fully

home, and a hold-on coil to retain the plunger in the
fully home position. To check the individual coils,
remove the existing connections and, using a constant­
voltage 4 volt DC supply with cables of adequate size,
proceed as follows:
(a) Closing coil-Connect the supply between the
solenoid terminal marked STA and the small centre
terminal. This should actuate the plunger and cause
current to pass of 14. 8-17.4 amp for tbe 6S, or
24.0-28.0 amp for the 7S.
(b) Hold-on coil-Con!J,ect the supply between the
solenoid body and the small centre terminal. This
should actuate the plunger and cause a current to
pass of 4.5-5.6 amp for the 6S, or 5.1-5.8 amp for
the 7S.
NOTE: Do not carry out these tests while the sol­
enoid unit is hot.
If a constant voltage supply is not available check
the coil resistances, using an accurate method of
measuring low resistance values such as the Wheat­
stone Bridge.
Connect the measuring instrument as for measur­
ing the current and compare resistances which should
be:
Closing coil resistance ...........:...... ..... 0.23-0.27 ohms-6S
0.14-0.16 ohms-7S
Hold-on-coil resistance ..................... 0.71-0.88 ohms-6S
0.68-0.79 ohms-7S
If after testing, the solenoid is found to be faulty
·it .should be replaced. Do not attempt to repair a faulty
• solenoid.
(2) Replacement of brushes-
The flexible connectors are soldered to terminal tags.
. Two are connected to brush boxes, and two are con­
... ·nected to free end of the field coils. Unsolder these
•· ·flexible connectors and solder the connectors of the
new brush set in their place. The brushes are pre-
formed so that bedding to the commutator is unneces­
sary. Check that the new brushes can move freely in
their boxes (see Fig 8).
(3) Commutator-
A commutator in good condition will be burnished
and free from pits or burned spots. Oean the com­
mutator with a petrol-moistened cloth. Should this be
ineffective spin the armature and polish the commu­
tator with .a fine glass paper; remove all abrasive dust
with a dry air blast.
If the commutator is badly worn, mount the arma­
ture between centres on a lathe, rotate at high speed
and make a light cut with a very sharp tool. Do not
remove more metal than is necessary. The insulators
between the commutator segments must not be under­
cut.
(4) Armature-
(a) Lifted conductors-If the armature conductors
are found to be lifted from the commutator rises,
over speeding is indicated. In this event, check that
the clutch assembly is disengaging correctly when
the engine fires.
FE-65. Electrical System 5-9
(b) Fouling of armature core against the pole face­
'This indicates worn bearings or a distorted shaft. A
damaged• armature must in all cases be replaced and
no attempt should be made to machine the :2rmature
core or to true a distorted armature shaft.
(c) Insulation test-To check armature insulation,
use a 110 volt AC test lamp. The test lamp must
not light when connected between any one commu-
TERM INAL
EYELET
BRUSH
SPRING
BRUSH BOXES
fig a-Commurator end bracket.
tator segment and the armature shaft. This should
be done after cleaning off brush dust.
If a short circuit is suspected, check the armature
on a growler. Overheating can cause blobs of solder
to short circuit the commutator segments.
(5) Testing field coils-
(a) Continuity tests-Connect a 12 volt test lamp
and battery between the insulated terminal on the
yoke and each individual brush (with the armature
removed from the yoke (see Fig 9). Ensure that both
brushes and their flexible connectors are clear of the
yoke. If the lamp does not light, an open circuit in
the field coils is indicated. Replace defective coils.
(b) Insulation test-Connect a 110 volt AC test
lamp, between the terminal post and a clean part of
the yoke (see Fig 9). The test lamp lighting, indicates
that the field coi Is are earthed to the yoke and must
be replaced.
When carrying out this test, check also the insulat­
ed pair of brush boxes on the commutator end
bracket.
Clean off all traces of brush deposit before testing.
Connect the 110 volt test lamp between each in­
sulated brush box and end bracket. If the lamp lights
this indicates faulty insulation and the end bracket
must be replaced.
(6) Replacing the field coils-
(a) Unscrew the four pole-snoe retaining screws using
a wheel-operated screwdriver.
 5-10 Electrical System FE-65
(b) Remove the insulation piece which is fitted to
prevent the inter-coil connectors from contacting the
yoke.
(c) Draw the pole-shoes and coils out of the yoke
and lift off the coils.
(d) Fit the new field coils over the pole-shoes and
place them in position inside the yoke. Ensure that
the taping of the field coils is not trapped between
the pole-shoes and the yoke.
(e) Locate the pole-shoes and field coils by lightly
tightening the retaining screws.
(f) Replace the insulation piece between the field coil
connections and the yoke.
(g) Finally, tighten the screws by means of the wheel­
operated screwdriver while the pole pieces are held
in position by a pole-shoe expander, or a mandrel
of suitable size.
INSULATION PIECE
fig 9-Field coils and yoke.
(7) Bearing and Bearing Replacernent-
(a) The commutator and drive end bra·ckets are
each fitted with a porous bronze bush and the inter­
mediate bracket is fitted with an indented bronze
bearing. Replace bearings which are worn to such
an extent Lhal they will allow excessive side play of
the armature shaft.
(b) The bushes in the intermediate and drive end
brackets can be pressed out, whilst that in the com­
mutator end bracket is best removed by inserting H"
tap squareiy into the bearing and withdrawing the
bush with the tap.
(c) Before fitting a new porous bronze bearing bush,
immerse 1t for 24 hours in clean engine oil. In cases
of extreme urgency, this period may be shortened
by heating the oil to 100 ° C for 2 hours and then
allowing the oil to cool before removing the busb.
(d) Fit new bushes by using a shouldered, highly
polished mandrel approximately 0.0005" greater in
diameter than the shaft which is to fit in Lhe bear­
ing. Porous bronze bu�hes must not be reamed out
after lilting, as the porosity of the bush will be im­
paired.
{e) After fitting a new intermediate bearing bush,
lubricate the bearing surface with engine oil.
To Re-assemble
After cleaning all parts, re-assembly of the starter
motor is a reversal of the dismantling procedure; the
following special points should be noted:
(1) To facilitate fitting the solenoid unit to the drive
end bracket ease the drive assembly forward along the
armature shaft.
(2) Set the pinion movement before tightening the
eccentric pivot pin securing nut.
(3) After completing assembly of the starter motor
connect the small centre terminal on the solenoid unit
by way of a switch to a 12 volt supply. Connect the
other side of the battery to one of the solenoid fixing
studs.
(4) Close the switch (this throws the drive assembly
forward into the engaged position) and measure the
distance between the pinion and the washer on the
armature shaft extension. Make this measurement with
the pinion pressed lightly towards the armature to take
up any slack in the engagement linkage. For correct
setting this distance should be 0.020"-0.030".
(5) To adjust the setting, slacken the eccentric
pivot pin securing nut and turn the pin until the correct
setting is obtained. Note that the arc of the adjust­
ment is 180° and the head of the arrow marked on
the pivot pin should be set only between the arrows
on the arc described on the drive end bracket casting.
(6) After setting, tighten the securing nut to retain
the pin in position.
NOTE: In the event of a replacement motor or drive
end bracket being fitted, check the out-of-mesh clear­
ance when assembling the starter motor to the engine.
This should be ¼" between the leading edge of the
pinion and the engine flywheel with a tolerance each
way of /,:". -'
4. STARTER DRIVE ASSEMBLY
The drive assembly (see Fig 11) is mounted on the
armature shaft extension with the clutch driving sleeve
splined to the shaft. When the starter switch is oper­
ated the engagement lever pushes the drive assembly
along the shdt to engage the pinion with the flywheel.
The pinion is carried on a helically splined sleeve
which is cleated to the barrel unit containing the plate
clutch assembly. In the event of tooth-to-tooth engage­
ment the forward movement of the pinion ceases while
the helical splined sleeve continues to be pushed for­
ward.
This rotates the pinion relative to the flywheel ring
gear. When the teeth become aligned for meshing, the
compressed cushion spring slides the pinion into mesh
with the flywheel.
When th;: armature shaft rotates the drive, torque
is transmitted from the shaft through the clutch driv­
ing sleeve, plate clutch assembly and barrel unit, to
Lhe driving pinion. The clutch is engaged by pressure
 FE-65 Electrical System 5-11
(4) Using a suitable circlip extracting tool, extract
ECCENTRIC PIVOT Pl N
the clutch retaining circlip from the barrel unit and
withdraw the driving sleeve and clutch unit.
" (5) The clutch assembly can now be dismantled
STARlt:R
'SWITCH by removing all the parts from the driving sleeve with
the exception of the two pressure plates which are held

i i i i i i�i i i i i i i i i i l in position by the ring. To remove the ring nut, slide

12-VOLT
BATTERY
·0-020
WHEN SOLENOiD IS ENERGISED
Fig I 0-Setting pinion movement.
from the moving member which rides up the helical
splines on the drawing sleeve when the armature shaft
rotates.
The movement clamps the clutch plates together and
torque is transmitted to the barrel unit.
If, after the engine fires, the torque reverses direc­
tion, the moving member releases its pressure on the
clutch plates and the clutch automatically disengages
and releases the armature shaft, only the pinion and
barrel unit are driven by the engine.
If the clutch is overloaded it slips at a torque two
or three times greater than the maximum developed by
the motor. This overload protection feature is effected
by shim-setting the engagement pressure on the clutch
plates.
When the moving member exerts pressure on the
: clutch plates, pressure plates are compressed by the
backing ring. This compression determines the amount
. of torque which can be transmitted by the clutch plates,
.. and is pre-set by shims inserted between the backing
· ring and the clutch plates.
· To Dismantle
(1) Remove the drive assembly from the armature
shaft.
(2) Remove the lock ring from driving sleeve.
(3) Lift two halves of the engagement bush off the
driving sleeve.
the driving sleeve on to the splined armature shaft
and, using soft metal jaw plates, clamp the armature
in a vice. File away the peened rim and use a spanner
measuring 1-h" across the flats to remove the ring nut.
When re-assembling, fit a new ring nut and peen the
rim over the notch in the driving sleeve to lock the
nut in position.
(6) To remove the pinion from the helically splined
sleeve, knock out the rivet which secures the pinion
retaining ring. The retaining ring, pinion, cushion spring
with cup washers and the sleeve can now be separated.
To Re-assemble
Reverse tht dismantling procedure above noting the
following points:
(1) The correct cushion spring tension is 11 lb
measured with the spring compressed to ¾" in length
and 16 lb with the spring compressed to ½" in length.
(2) Check the slipping torque of the clutch as fol-
lows:
(a) Fit the drive assembly on tht: splined armature
shaft and clamp the armature between soft metal
jaw plates in a vice. Apply an anti-clockwise torque
to the pinion with a suitable torque wrench fastened
to the pinion teeth. The clutch should slip between
800-950 in/lb.
(b) If the clutch slips at too low a torque figure, dis­
mantle again and add.shims one at a time until the
correct figure _is obtained.
(c) If the clutch does not slip between the torque
limits given, again remove the circlip, dismantle an<l
remove shims one at a time until the torque test gives
correct figures.

RIVET . PINION THRUST BACKING" CLUTCH PLATES HELICAL DRIVING CIRCLIP LOCK
RETAINING SARREL UNIT WASHER RING INNER OUTER SPLINES SLEEVE RING
I

\ \
RtG
\

j
\

i�@
I
/
HEUC.AL
I
I I \
/ I
SPLINED CUSHION RING PRESSURE SHIM MOVING RETAINING
SLEEVE SPRING NUT PLATES MEMBER WASHER BUSH
PINION ENCAG€.M(NT

Fig I I -Starter drive assembly.

'?�;;�]!}:-'
;{:�,f
��.:s�t:
�r�it

5-12 Electrical System FE-65
The correct adjusting shims are:
Part No Thickness
291374 0.006"
291378 0.00·5,,
291379 0.004"
(d) The assembled clutch unit and lever mechanism
must be capable of being pushed to the full extent of
the set travel. The assembly must rriove along the
armature shaft extension smoothly and freely, but
without slackness.
(e) Before fitting the drive assembly _to _the armature
shaft lightly smear the shaft and pack the space be­
tween the indented bearings inside the pinion sleeve
with a bentonite based grease.
5. CO-AXIAL STARTER TYPE CA45
The CAV starter, type CA45-12 is a 4½'' diameter
machine for use with high compression engines of the,
order of 5 litres capacity.
Designed for flange mounting. it has a uniform
cylindrical shape with no surface protrusions. This is
because the solenoid and main switch assemblies are
housed within the drive end-shield, around (i.e., co­
axially with) the armature shaft.
The essential feature of the co-axial starter is that,
the pinion alone moves axially to engage the engine
flywheel. There is no longitudrnal movement of the
whole armature assembly, as in the axial types.
Smooth engagement of the pinion with the engine
flywheel is constantly ensured by using two-stage opera­
tion of the solenoid and switch mechanisms. Thus the
risk of damage to both pinion and flywheel, through
faulty meshing, is practically eliminated.
In construction, the starter consists of three main
sections, into which it can be easily dismantled:
(a) The solenoid switch-gear and pinion assembly
housed in the drive end-shield.
(b) The armature, sbaft and commutator assembly.
·! (c) The yoke, pole-piece and field-coil assembly.
Ready access is possible therefore, to those parts
most likely to require adjustment, such as the switch­
ge2r and commutator assemblies.
The starter is designed for working ofI a 12 volt
supply, with l 7 amp solenoid current.
The starter operating mechanism consists of the fol-
lowing rnain parts (see Fig 12).
(a) The solenoid (10) and resistor (9).
(b) The pinion (6) and sleeve (44), mounted on the
armature shaft (5).
(c) The sliding ptunger (l 1) mounted on the pinion
sleeve.
(d) First (13) and second (41) main switch contacts.
The moving contacts are mom:ited on the plunger.
-l (e) The contact trip-trigger (401.
(f) The ball-locking collar (17) an.:! trip-collar (19),
both mounted on the pinion sle.;,v(:.
Engagement of the pinion with the engiuc flywheel
is made in two separate, but continuous stages (see
Fig 12).
.,-.,,:'1,,._;�"·:•-1-:::r_""'!��;.��/"i(;·-·-..:.;:.!;.. ✓,t..;,.,...'.••\--:- ·:-",.,_._
� �
,.
f
r
(1) First Stage-
(a) When the starter switch-button is pressed, the
solenoid -(JO), is energised. The magnetic field draws
the sliding plunger ( 11) forward n" to meet the
shoulder (12), on the pinion sleeve (44).
r
(b) The pinion, now pushed by the plunger, also
moves forward, until the pinion nose commences to
mesh with the engine flywheel.
(c) Simultaneously, the moving contacts, mounted on
r
the plunger, are also carried forward, causing the·
first set (13) to close. The second set (41) held by the
trip-trigger (40) remain open until the first stage is
completed. At this point. the plunger slides fully
home against the stop (45) on the drive end shield.
(d) Tl;ie first pair of contacts having closed, battery
current flows through the resistance (9) and arma­ f
r
ture field windings (24). Since the resistance allows a
limited current only, to pass through the field wind­
ings, the armature rotates very slowly (see Fig 13).
This completes the first stage of the_ operation.
(2) Second Stage-
[
The pinion, already partially engaged and prevented
from rotating by the engine flywheel will be gently
r
pushed into full engagement by the helix on the slowly
revolving armature shaft (see Fig 12). However, just
before complete engagement is reached, the trip-trigger
(40) is lifted by the forward movement of the trip­
r
collar (19) mounted on the pinion sleeve. This frees
the second set of contacts (41), which now close. Clos­
ing of the contacts short circuits the resistor and allows
full current to flow through the field windings. The
r
armature now rotates under-full power. with the pinion
and engine flywheel fully engaged. This completes the
second stage.
In order to avoid premature disengagement of the
r
pinion before release of the starter button, a ball­
locking device is positioned between the armature shaft
and pinion sleeve. This consists of the following com­
ponents:
(a) Four steel balls (16) located in holes in-the pinion
sleeve.
(b) A locking collar (]7) mounted on the pinion
sleeve.
T
(c) The collar loading spring (18).
T
(d) Four recesses (39) in the armature shaft.
The balls, set in holes in the pinion sleeve, are re­
tained in position by the Jock-collar, the inside bore
T
of which has a 45 ° chamfer, causing the balls to be
· pressed inwards against the armature shaft.
In the stationary position, the balls hold back the
lock collar. When the pinion moves forward to the
fully engaged position, the balls become opposite the
recesses in the armature shaft sinking into them as the T
shaft revolves. Spring pressure pushes the collar over
the top of the balls. locking them in the recesses. Thus
any backward or forward movement of the pinion
sleeve can no longer occur and the pinion is securely
held in the fully engaged position as long as the starter
T
button remains pressed.
T
-����r. .... . •· _....,:-.,,1._...._-, ..... �-- -- -·· -------�
----------
1--·· 1--· L,.___ 1..- .•. 1 ... )_ . 1 .• -·· ]. ---- 1-.•--' I. - ····- 1----1- I. L,.".. " I." L�

A C/ II 13 15 17 IC/ 28 nJ,tj� 31
HA1H
TERMHAL 49
holiz 14 I 16lisl20 21 22 24 2; 26 211 2<1 I ml 32 50

Is
b 7 23 46 47 48 I

4'5 44 43 4241 4o 3q 38 C!N(Ul SECTION

37 36 35 j,i . 58 57 SbVIEW 55
ON $WITCH

Fig 12-Co-axial starter type CA45 I 2 !sectional view),

I. Shaft lo,k•nut. 16. ro�r steel balls. 31. Circlip. 46. Solenoid terminal.
2. Pinion stop, 17. Dell-locking collar. �2. Steel ball. 47. Moin terminal. �
3. Shim woshers. 18. Collar-lo,king spring. n Ball thrust guide, 48. Main terminal connecting�link. 6-,
4. Return spring, I?. T,ip collar. 34. End cap. 49. Solenoid end plate fixing screw. �
5. Armolure shaft. 20. Circlip. 35. Shim washers. 50. Stop plate s crews.
6. Pinion. 21. Pole shoe fixing s<rew5, 3b. Ball thrust sp,ing. 51. Connecting link screws. �
7. Oil plug. 22. Yoke. 37. Commutato: end shield bolts. 52. Resistance lead.
8. D:ive end ,hield.
9.
10.
Resistor.
23. Pole pieces.
24. Field ,oils.
2S. Leathecoid.
38. Armature.
39. Shaft recessej.
40. Contact trip trigger.
r-l,
54.
5�.
Sotenoid end plate fixing screw.
Field coil terminal screw. ...
....
11.
12.
Solenoid.
Sliding plunger. 26. End tover band•.
27. Commutator end shield.
41. Second main switch contacts.
42. Plunger spring.
56.
Cover screw.
Solen.aid end plate flxlng screw. ~
S'ioulder on pinion sleeve. 57. Trip gear suews.
13. First main switch contact. 28, Commutator end shims. 43. Solenoid end plate. 58. Field coil terminal screw. Cl)
14. Plunger spring. 29. Spring clip. 44. Pinion sleeve. 59. Solenoid earth terminal.
15. Contact terminal. 30. Thrust washer. 45. Plunger stop.

-�
i:.,,;,
 5-14 Electrical System FE-65
Releasing the starter button cuts off the solenoid
current. Under the combined pressure of the main
contact and plunger springs (14) and (42), the plunger
returns to its normal position, carrying with it the mov­
ing contact plate. Thus both sets of contacts open. With
current cut, the rotation speed of the armature rapidly
drops. The returning plunger pushes back the lock
collar, releasing the balls and freeing the pinion sleeve.
¥ hlCONfACU
Qs
'---------<) SOL
Fig 13-lnternal wiring diagram.
The engine flywheel speed now rapidly over-runs the
pinion speed. This action, combined with the pressure
of the return spring (4) throws the pinion out of mesh
with the flywheel, returning the pinion to the disengag­
ed position.
·1 Any tendency of the pinion to wander forward under
vibration resulting in damage to the contact and arma­
ture assembly, is prevented by pressure of the pinion
return spring (4).
On rare occasions, badly worn pinion and flywheel
teeth may meet face to face, preventing engagement
and causing the pinion to remain stationary against the
flywheel when the starter button is pressed. Special pro­
vision is made for overcoming this difficulty. At the
commutator end of the armature, a steel ball thrust
device is fitied. This consists of a spring (36), guide
(33), steel ball (32), and Lhrustwasher (30), against
which the ctrmalure pre!SSes. The spring and balJ are
held in position by an end-cap (34) secured to the
commutator end shield by a spring clip (29). Should a
face-to-face contact occur, the armature, under the in­
'I
·l
fluence of the helix, will be turned slightly and at the
same time forced back against the spring; end move­
ment of approximately r'r," is permitted. When the
starter button is released the armature and pinion will
come back to the normal disengaged position, but the
radial position of the pinion will be slightly in advance
of the previous position, so that the next engagement
will be made quite smoothly. In order to maintain the
required tolerances, shims (28) are fitted at the com­
mutator end.
To Test on the Vehicle
{l) Ensure that the battery 1s m a charged condi­
tion.
(2) Switch on the lamps and operate the starter
button. If the starter fails to function, but the lights
maintain full brilliance, check the switch and battery
connections to the starter and alJ external leads. Slug­
gish action of the starter can be caused by a poor or
faulty connection.
(3) Difficulty in smooth engagement between starter
and engine flywheel is probably due to dirt on the
starter-shaft helices preventing free pinion movement.
The shaft should be thoroughly cleaned with paraffin
followed by the application of a small quantity of oil.
(4) Start the engine, rigidly observing the following
points:
(a) Press the starter button firmly and release it
immediately the engine fires.
(b) If the engine does not fire once, let it come to
rest before pessing the switch again.
(c) Do not run the battery down by keeping the
starter switch pressed when the engine refuses to start.
Ascertain the cause.
(d) On some engines it is often helpful to depress
the clutch when starting.
(e) Do not operate the starter when the engine is
running as serious damage may occur to both starter
and flywheel.
Routine Maintenance
(1) The large oil reservoir in the drive end shield
need only be replenished during overhaul periods, when
a supply of oil should be added through the oil plug
(7) (see Fig 12).
An oil impregnated sintered bronze bush is fitted
at the commutator end, and needs no further attention.
(2) Inspect the brushes at intervals of approximately
500 hr. See that they are free in their guides and that
the leads are quite free for movement, by easing back
the brush springs and pulJing gently on the flexible con­
nections. If a brush is inclined lo stick, remove it from
its holder and clean the sides with a petrol moistened
cloth. .,,,_
Be sure to refit the brushes in their original po�i­
tions to retain the bedding. The brushes should be wdi
bedded (i.e. worn to the commutator periphery) but
if not, wrap a strip of very fine glass or carborundum
paper firmly around the commutator with the abrasi·,c
side outwards. With the brushes in position, rotate
the armature by hand in the normal working direction
of rotation; until the correct brush shape is obtained.
ff the brushes are worn down so that the springs are
no longer providing effective pressure, they should be

renewed. Check the brush spring pressure by hooking
a spring balance under the spring lip. The correct ten­
sion is 30-40 oz.
It is essential that replacement brushes are the same
grade as those originally fitted. Genuine CAV spares
should always be used. To remove the brushes. unscrew
the four fixing screws, one to each brush. In re­
-• assembling care must be taken to re-connect the field
coil, and interconnector leads, held by two of the fixing
screws. Before inserting brushes in their holders, it is
advisable to blow through the holders with compressed
air or clean them with a cloth moistened with petrol.
(3) The commutator should be clean, entirely free
from oil or dirt. Any trace of such should be removed
by pressing r. clean dry fluffless cloth against it, while
armature is hand rotated.
If the commutator is dirty or discolored, tilt the
brushes and wrap a strip of fine glass or �arborundum
paper (not emery cloth) round the commutator with
the abrasive side inwards. Rotate the armature by hand
until the surface is even. Clean with a petrol moistened
cloth.
If repair is necessary to the commutator or switch
gear. etc, the starter must be dismantled. This should
be done only in accordance with the method given.
To Dismantle Starter and Operating Mechanism
· Remove the starter from the engine. and proceed as
· follows (see Fig 12):
' (1) Unscrew the shaft lock-nut (1) (LH thread on
clockwise rotation machine), pinion stop (2), shim
_washers (3) and return spring (4).
(2) Remove the two cover screws (55) from the drive­
end shield and unscrew the exposed field coil terminal
· screws (54) aP.d (58).
· (3) Remove the commutator end cover-band (26).
·. (4) Unscrew the brush-lead screws, ease off brush
springs and lift brushes from the holders. Note that
removing the! brush screws also frees the field coil and
interconnector leads.
(5) Remove the spring-clip (29) and take off the end
cap (34).
(6) Remove the circlip (31), thrust washer (30), shim­
washers {35). steel ball (32) and spring (36).
(7) Unscrew and withdraw the two through-bolts (37)
from the commutator end-shield (27).
(8) Remove the commutator end-shield, and take off
the shaft-shims (28).
(9) The ycke (22), pole-pieces (23) and field coils
(24) can now be removed as one assembly, leaving the
armature completely exposed.
(I 0) Unscrew the eight pole-shoe fixing screws (21)
and lake out the pole-pieces, and field-coils. taking care
not to damage the leatheroid (25), inserted between the
coils and yoke.
To dismantle the operating mechanism (see Fig 12)
and proceed as follows:
(I) Holding the pinion (6) and drive-end shield (8)
rigid, release lhe ball lock and withdraw the shaft from
the pinion sleeve (44), by rolaling the armature in an
....i.
FE-65 Electrical System 5-15
anti-clockwise direction (clockwise on LH rotation
machines).
NOTE: This may require a little more than the normal
force, because of probable burring resulting from the
action of the ball lock.
(2) Withdrawal of the shaft causes the four steel
balls (16) to fall through to the inside of the pinion
sleeve, and these should now be recovered.
(3) Using a circlip pliers, remove the circlip (20)
from the pinion sleeve-end.
(4) Remove the trip-collar (19) and ball locking­
collar spring ( l 8). Slide off the Jocking collar (17).
(5) Withdraw the pinion (6).
(6) Remove the two screws (51) from the main ter­
minal connecting link (48). Loosen the main terminal
(47) and remove the link.
(7) Remove the resistance lead (52) from the moving
contact plate.
(8) Remove the two screws (57) holding the trip-gear
and remove by threading the trigger (40) through lhe
slot in the moving contact plate.
(9) Remove the two screws (50) holding the stop
plate and remove the plunger assembly (11).
(JO) Unhook the plunger sprmg (14) from the slid­
ing plunger (1 I).
(11) Take off the moving contact plate, remove the
contact spring (42).
(12) Remove both solenoid and main terminals (46'1
and (47) from the end-shield.
{13) Unscrew the three solenoid end-plate fixing
screws (49), (53) and (56). Take out the end-plate (43)
complete with solenoid housing. If the plate offers
resil.1ance, screw in two 2BA screws (approx 2" long),
one into ilie trip gear fixing hole, the other into the
stop-plate fixing hole. The end plale may then be easily
extracted.
NOTE: In no circumstances should the solenoid wind­
ings and resistor assembly be disturbed or any damage
done to the mica housing.
To Test and Repair
(1) Commutator - Examine commutator for wear
which. if not severely pitted or grooved can be cleaned
up with fine glass or carborundum paper (do not use
emery cloth), whilst spun in a lathe. lf however, the
commutator is badly worn it should be skimmed,
taking a very light cut, if possible with a diamond tool
to provide the desired high quality finish.
The commutator insulating segments must not be
undercut.
(2) Armature coils - The respective armature coils
can be tested for continuity or short circuits by mount­
ing the armature between centres and connecting the
co';nmutator to an ordinary battery through� the
medium of two brass or copper brushes mounted at
an angle of 90° to each other. Contact is then made
to any�two adjacent commutator bars by means of hand
spikes which are connected direct to a milli-volt meter.
A variable resistance should be included in the bat­
tery circuit capable of carrying the full output of the
 5-16 Electrical System FE-65
battery and adjusted to give 2 volts or Jess on the
armature. The armature is then rotated until every
commutator bar has been tested, the reacting on the
milli-volt meter in each case should read approxi­
mately the same; any big variation, indicating a fault
in the coil connected to one of the commutator bars
under test. A reduction in the milli-volt reading will
be generally found due to a short circuit while an in­
creased reading will indicate either an open or a faulty
connection.
In the event of an armature being found to be
faulty, it should _be returned direct to CA V Agent.
(3) Armature . shaft - Examine the elliptical re­
cesses in the armature shaft for burrs caused by the
steel balls and carefully file these off. Finally inspect
the helices for any signs of damage. Thoroughly clean
with paraffin and lightly oil using Caltex Thuben 90
oil.
(4) Field coils - These can be simply tested when
in position for short circuits to the yoke and poles
by means of hand spikes connected to a mains supply
and in series with a lamp of suitable voltage posi­
tioned on the live side of the system. One spike should
be applied tc the end of the winding and the other to
the yoke. If the lamp does not light then insulation
is intact. Take care to remove all other connections to
the coils and insulate bare ends.
There is no easy way of testing internal shorts in
the coils as the resistance is very low; new coils should
be tried if existing ones are suspect.
(5) Commutator end bearing - To repair proceed
as follows:
(a) Press the old bearing bush out of the end shield.
(b) Press the new bearing into the end shield by
using a stepped highly polished mandrel. A special
fitting pin, with a dimension of .6263" :1: .0002", is
supplied by the makers. After assembly, tbe bore
should be within the limits .6258" to .6268". No
machining should be attempted.
NOTE: Before fitting a new bearing bush it should be
I
·! completely immersed for 24 hours in clean thin engine
oil.
(6) Drive end bearing - To repair proceed as
i follows:
.,!
(a) Press out the old bearing bush from the insid�,
of the end-shield.
(b) Press in new bush taking care to keep the lub­
ricating wick away from the bore by using a split
dolly. Finally set up the end-shield on a lathe and
turn the bore using a spigot diameter as a register,
to 1.126" + .001"
- .000".
(7) Pinion - Tf the pm1on teeth are h11dly worn,
obtain a replacement and offer this up to the shaft to
ensure freedom of movement. Should it be necessary
thev ci1n he lightly lapped together.
(8) Solenoid and operatin� mechanism - Examine
,1 II movinc-r parts for wear. J nsnect the electrical leads
for r-h,ifinC? iand impaired insuliition.
Examine the springs for possible fracture and replace
as neces,;:ci.ry. After any removal, the spring pressures
should be checked before re-assembly, in accordance
with the following (see Fig 12):
(a) Ball-Jock spring (18) - 11 in/lb.
(b) Pinion return spring (4) - 8.6 in/lb.
(c) Main contact (plunger) spring (14) - 12 +2½
-0 lb when compressed to 1.V'.
(d) Contact return spring (42) - 6½ ± ½ lb, when
compressed to -¼"•
(9) Contacts - To service, proceed as follows:
(a) Examine the fixed and moving contacts, and
clean them with spirit or very fine carborundum paper.
(b) If the contacts are badly burnt and pitted, they
should be replaced. As replacements are not supplied
ready machined, it will be necessary to face them when
in position.
(c) It is essential, when facing the fixed contacts,
that they are kept to the correct angle (see Fig 14).
This can most easily be done by placing a r'r;'' shim
behind the end-plate and the face-plate on the lathe.
This will provide the required 2 ° angle.
(d) Make sure that the shim is placed on the correct
side.
(e) Alternatively, if a number of refacing operations
are likely to be dealt with, a suitable face-plate can be
made up for attaching to the lathe. This should have
one side machined to the 2° angle (see Fig 15). The
end-plate of the solenoid can then be secured to it,
and the contacts skimmed.
(f) In facing the moving contacts, it is essential
to keep to a dimension within the limits .250" to .247",
between the rear side of the back0plate and the contact
face.
(g) Finally, when the two contacts are assembled,
the distance between them on the first step, should be
accurately maintained at .071" to .056". To compen­
sate, shims may be added under the fixed contacts,
prior to machining.
To Assemble Starter
( 1) Assemble the pole-shoes and field-coils and fix
into yoke with the aid of a pole-shoe expander and
a wheel operated screwdriver. Care should be taken not
to trap the Jeatheroid (25) (see Fig 12) beneath the
pole-pieces.
(2) See that the screw holes in the field coils are
in their correct position for connecting to the brush
boxes and solenoid switch shoulder, and paint insulat­
ing varnish at live point near to earth to prevent
tracking. ;
(3) See that the solenoid earth lead is attached to
the fixed contact screw (59) (see Fig 12). (Note that �
in "insulated return" machines, this lead is taken to
a different point, viz., one side of connecting link
bracket).
(4) Assemble solenoid terminal (46) (see Fig 12) in
drive end-shield and connect the solenoid lead to it.
(5) Assemble the positive main terminal (47) (see Fig
12) in position, but do not tighten.
(6) Assemble the moving contact on to the plunger
and see that the contact spring is correctly and firmly
located. Ensure that the second turn of lhe spring can-

not jump over the first coil, by pushing the plunger
through the moving contact assembly, until it is fully
compressed.
(7) Place the plunger return spring (14) (see Fig 12)
in position. Oil the plunger by lightly smearing with
oil. Insert the assembled contact and plunger into the
solenoid. As the plunger is inserted, its locating shoul­
ders must pick up with the return spring.
(8) Thread the trigger (40) (see Fig 12) of the trip
assembly, through the moving contact slot. Place the
two fixing screws (57) (see Fig 12) into the trip sup­
port, press the plunger assembly downwards main­
taining the pressure, whilst tightening the fixing screws.
(9) Fix the contact stop-plate into position by means
of the two screws (50) (see Fig 12). Secure the flexible
resistance lead to the moving contact (52) (see Fig 12).
Ensure that the square-ended tag does not touch the
back-plate, and that the solenoid leads are outside this
lead to prevent chafing.
(10) Check that the plunger can be compressed at
least .3125" without the trip being released, and that
the first contact makes between .057"-.081" movement.
l
(11) Insert the connecting link (48) (see Fig 12)
i between the positive terminal (47) (see Fig 12) and
-1 the fixed contact. Screw in the two screws (51) before
tightening the positive terminal post (47) (see Fig 12).
To Assemble Pinion
'• (1) Unscrew and remove the oil-plug (7) (see Fig 12)
�.nd wick-spring. Push the wick temporarily out of
the way to ensure free entry of the pinion sleeve.
FIT 1/16"SHIM
HERE FOR
REFACING CONTACTS.
;
0 tion, and insert the pad and ball. Replace the cover
+•ooz
-•00-3
Fig 14-Angles of fixed contact focos.
i
-'-
J •.::-f:.,....�j{'
FE-65 Electrical System 5-17
(2) Insert the pinion into the drive end-shield.
(3) Fit the ball-lock collar (17) (see Fig 12) in place,
with its spring, trip collar (19) (see Fig 12) and circlip.
Ensure that the Jock collar slides freely.
(4) Using a medium grade grease, assemble the four
steel balls (16) (see Fig 12) into the pinion-sleeve holes
by inserting them through the sleeve bore. Press the
balls firmly into the holes to allow free entry of the
armature shaft.
To Assemble Armature
(l) When assembling the armature to the pinion, it
should. be noted that the helices are formed by a three
start thread, and the correct thread must be selected
so that the steel balls forming the Jock will locate in
the shaft recesses (39). (see Fig 12). To assist correct
selection, both pinion and shaft ends have correspond­
ing pop marks.
Release the ball-lock by pulling the lock collar to­
wards the commutator end and holding in this posi­
tion push the pinion up to the shaft shoulder.
(2) Assemble armature and drive end shield to yoke
assembly, ensuring that dowel is correctly located.
(3) Stand the above assembly vertical, with the flange
resting on a support, and the pinion face resting on an­
other support, l" ± .002" lower.
Place a straight-edge across the yoke face and build
up with shims on shaft until a dimension of _.285"
+ .020" between the commutator sleeve and the yoke
is obtained.
This will give ,'." end movement of the shaft, when
the commutator end-shield is assembled.
(4) Check that the commutator end-shield turns
freely on the shaft and screw up the two through bolts
(37) (see Fig 12).
(5) If necessary, add shims between the commuta­
tor end-shield and the shaft circlip (31) (see Fig 12), to
maintain a dimension of .1875" + .002" - .003"' be­
tween the pinion nose (6A) and flange face (8B) (see
Fig 12).
(6) Place the shaft spring (36) (see Fig 12) in posi­
and clip into position. The end-shield should be stoned
to remove any scoring etc, sustained in dismantling
the end cover clip. Failure to do so may result in
damage to the sintered bronze bearing.
(7) Complete the. assembly by fitting brushes, field
screws, pinion return-spring, stop, and shaft lock-nut.
(8) Screw the two cover-screws (55) (see Fig 12)
into position in the drive end-shield, and replace the
commutator end cover-band accurately to exclude all
dirt.
The following is an alternative method of assembly
to that given in step (3):
Assemble commutator shield, yoke, drive enc and
armature together temporarily without shims at Lhe
commutator end and measure distance between pinion
face and flange with the shaft pushed towards the
drive end. Dismantle starter and add shims inside
commutator end shield on the shaft to give 1" -+ .002"
between flywheel and starter flange face. Then assemble
_i.£1��-�<=-�-:::,:
 5-18 Electrical System FE-65
..'
Fig I 5-Facc plate for attachment to a lathe.
commutator end-shield and add shims on the shaft
between commutator end-shield and lhe shaft circlip
so that the armature end float is .062" + .010" -.0".
This gives the desired rr." float on the armature
assembly. A simple tool for this purpose is shown (see
Fig 20).
The measurement from the square base to the cross
member is l.877" on one side and 1.900" on the other,
so that with feelers, the correct size shims can be
ascertained.
To Test Complete Starter
(1) Ensure there is no connection to the main
terminal.
{2) Pull the pinion forward by hand, approximately
rr." and let go. The pinion should return lo its original
position.
(3) Energise the solenoid, by means of a battery
connected between the solenoid terminal (46) (see Fig
12) and the earth terminal on the commutator end­
shield. The pinion must move forward ¼" minimum.
(4) With the solenoid still energised, pull rhe pinion
slowly forward by hand. The · trip collar must act
upon the trigger at least ¼" before lhe pinion reaches
its stop. It is possible to feel this action taking place.
(5) With the pinion at the end of its outward travel,
the ball-lock device should now have come into opera-
1--------
0
2 ... I....-
2 �OLE.SON
3Z.-•Oo2
16 P.· C · D·
TAPPED 2 B.A.
lion, locking the pinion. There must be approximately
.005"-.010" play between the pinion and shaft stop.
(6) Apply a spring load pressure of 30 lb to the
pinion face, by means of a compression spring balance.
The pinion must remain in the forward position about
¼".
(7) Remove the solenoid connection. The pinion
must now return to its normal position in one sharp
movement.
(8) Remove the shaft lock-nut, pinion stop, shim
and spring. Pull the pinion forward about ¼".
(9) Apply a spring load to the drive end of the
shaft. The spring at the commutator end must start
lo compress between 13-19 lb, reading to 19-25 lb
after r;;" movement.
(10) Replace shaft nuts, shim and spring.
To Test Performance
(1) Brushes to be bedded over at least 75% of their
area.
(2) Fit the starter to a special llywheel rig and
connect the power supply.
(3) With a supply of 10 volts only, check that the
starter fully engages with the flywheel.
(4) With a 12 volts supply in circuit, complete five
operations under each of the following conditions, on
a locked flywheel,
 FE-65 Electrical System 5-19

"
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a,
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l I'-
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cD
-ht
C\I

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.....

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•
Fig I 6-Tool for checking A oat on armature assembly.

(a) Distance between flywheel and pinion set at .068". To Check the Wiring
(b) Distance between flywheel and pinion set at .196".
The figures obtained must be within the following (1) Remove the control box from its mountings (see
limits. Fig 17 and 18) and withdraw the cable from terminal
Torque A and connect it to the negative terminal of a volt­
Amps Volts Rpm ft/lb meter.
Lock Torque ........ . 950-1050 6.0 0 36.5 (2) Connect the positive terminal of the voltmeter
Running Torque 420-480 9.5 1250-1300 12 to an earthing point on the machine.
Light Running ... 100-120 12.0 7000 o. (3) If a voltmeter reading is given. the circuit from
the battery to terminal A is in order.
(4) If there is not voltmeter reading, examine the
To Test Insulation
wiring between the battery and the control box for
(1) Using a 500V megger, the following tests should defective cables or loose connections.
show an insulation resistance of not less than 1 meg­ (5) Re-connect the cable to terminal A
ohm. (6) Check that the generator terminal D is con­
(2) Lift earth brushes and check the main terminal nected to control box terminal D and that the cable
to earth. is in good condition. Similarly, check the cable be­
(3) With earth brushes still raised, check the positive tween terminals F at the generator and control box.
brush to earth.
To Adjust Regulator
6. CONTROL BOX
(1) Checking the electrical setting - The regulator
In model RB 108 control box (see Fig 19) the is carefully set during manufacture and, in general, it

.'i.
regulator and cut-out contacts are positioned, for ease
of access, above their respective armatures. It will be
noticed that some of the internal electrical joints are
resistance brazed.
l Before making any adjustment to the regulator.
ensure that the generator, generator drive and batte1:y
are in order.
.If the machine is used regularly and a sound batlery
does not keep in a charged condition, or if the genera­
tor output does not fall when the battery is fully
charged, th.:: following procedure should be adopted:
should not be necessary to make further adjustment.
]f, however, the charging system is suspected it is
important that only a good quality moving coil volt­
meter (0-20 volts) is used to check the system. The
electrical setting of the regulator can be checked with­
out removing the cover [com the control box, as
follows:
(a) Connect voltmeter to terminal D (large terminal)
and a good earth at the generator.
(b) Start the engine and remove the negative ter­
minal from the battery. Run a temporary connec-
 5-20 Electrical System FE-65
tion from the negative terminal of the battery tq ·· TO EARTH TO AMMETER TO GENERATOR
the SW ( +) terminal of the ignition coil and put TERMINAL "F.
ignition switch in off position. . . ,/
(c) Slowly increase the speed of the engme until
generator is at approximately 3.000 rp�.
(d) Nole the reading and stop Lhe engine.
(e) If the voltage lies outside t�e limits given _in the
specifications, the regulator setting must be ad1usted.
(f) If the voltage is within the limits, examine the
cut-out.
(2) Adjustmg the electrical settmg - Adjustments
of the reirnlator require removal of the control box
cover. It is important that regulator adjustments are
carried out with the control box supported in a similar
position to that on the tractor, as follows:
(a) Restart the engine.
. .
(b) Slacken the locknut of the regulato_r ad1ustmg
screw (see Fig 19) and turn the screw. rn a clock­
wise direction to raise the setting, or an anti-clock­
TO GENERATOR SEAL.ING iNSULATOR
wise direction to lower the setting. Turn the screw• .,
· TERMINAL D" STRIP STRIP
only a fraction of a turn at a time and then tighten
the locknut. Again run up the engine and repeat
'
,j:
as above until the correct· setting is obtained. Fig 17-Control box terminals.

(c) Adjustment of regulator open-circuit voltage _

should be completed within 30 seconds, otherwise
heating of the shunt winding will cause false settings
to be made.
(d) Stop the engine.
(e) Remake the original connections and replace
the cover. Ensure that the cover seats correctly on
the sealing washer.
(3) Adjusting the mechanical setting - The �ech­
anical or air-gap settings of the regulator (see Fig 19)
are accurately adjusted before leaving the works and,
provided that the armature carrying the moving con­
tact is not removed, these settings should not be tam­
(b) Carefully wipe away all traces of dust or other
foreign matter using a petrol-moistened cloth.
To Adjust Cut-out
(1) Checking the electrical setting - 1f the regulator
is correctly set but the battery is still not being charged,
the cut-out may be out of adjustment. Check as fol­
lows:
(a) Replace the control box in the testing position,
remake the temporary connection and remove the
control box cover.
f.:..

pered with. If, however, the armature has been re­ _

moved the regulator will have to be reset. To do this, (b) Connect a voltmeter between terminals D and
proceed as follows: E at the generator.
.
(a) Slacken the locking nut on the voltage adiust­
ine screw and unscrew the adjuster until it is well
cl;ar of the armature tension spring. REGULATOR CUT-OUT
(b) Slacken the two armature assembly securing
screws. AND CUT- OUT FRAME

(c) Using a 0.015" feeler gauge, wide enough to

J cover completely the core face, insert the gauge be­ FIELD
i
tween the armature and core shim, taking care not RESISTANCE

to turn up or damage the edge of the shim.

(d) Press the armature squarely down against the
gauge and retighten the two armature assembly SHUNT SHUNT
securing screws.
COIL COIL

(e) With the gauge still in position, screw the adjust­

able contact down until it just touches the armature
contacts.
(f) Retighten the locking nut.
(g) Reset the voltage adjusting screw.
(4) Cleaning contacts - After long periods of ser­
vice it may be found necessary to clean the regulator
contacts:
(a) Clean the contacts using a fine carborundum CONTROL BOX
stone or fine emery cloth. Fig 18-Control box wiring diagram.
 I .

FE-65 Electrical System 5-21

(c) Start the engine and slowly increase the speed
until the cut-out contacts close. Note the voltage at
which this occurs and stop the engine.
(d) This should be 12.7-13.3 volts. If operation
of the cut-out takes place outside these limits, it will
be necessary to adjust
(2) Adjusting the electrical setting - proceed as
follows:
(a) Restart the engine.
(b) Slacken the locknut securing the cut-out ad­
justing screw and turn the adjusting screw in a
clockwise direction to raise the voltage setting or
in an anti-clockwise direction to reduce the setting.
(c) Turn the screw only a fraction of a turn at a
time and then tighten the locknut. Test after each
adjustment by increasing the engine speed and not­
ing the voltmeter reading at the instant of contact
closure.
(d) Stop the engine.
(e) Electrical setting of the cut-out, like the regu­
lator, must be made as quickly as possible because
of temperature-rise effects.
NOTE: If the cut-out does not operate, there may be
'
.....l.
an open circuit in the wiring of the cut-out and regu­
lator unit, in which case the unit should be removed for
examination or replacement.
(3) Adjusting the mechanical setting - If for any
reason the cut-out armature has to be removed from
the frame, care must be taken to obtain the correct
air-gap settings on re-assembly. These can be obtained
as follows:
REGULATOR REGULATOR
SERIES WIN DIN�S ADJUST! NG
SCREW
_!_
(a) Slacken the adjusting screw locking nut and
unscrew the cut-out adjusting screw until it is well
clear of the tension spring.
(b) Slacken the two armature securing screws.
(c) Press the armature squarely down against the
copper-sprayed core face and retighten the armature
securing screws.
(d) Using a pair of suitable pliers, adjust the gap
between the armature stop arm and the armature
tongue by bending the stop-arm. The gap must be
0.030" when the armature is pressed squarely down
against th') core face.
(e) Similarly, the fixed contact blade must be bent
so that when- the armature is pressed squarely down
against the core face there is a follow-through, or
blade deflection, of 0.010". To prevent contact
chatter, the maximum follow-through, or blade de­
flection must not exceed 0.020".
(f) The contact gap, when the armature is in the
free position must be 0.010"-0.020".
(g) Reset the cut-out adjusting screw.
(4) Cleaning contacts - If the cut-out contacts
appear rough or burnt, place a !>trip of fine glass paper
between the contacts - then, with the contacts closed
by hand, draw the paper through. This should be done
two or thre� times with the rough side towards each
contact.
Wipe away all dust or other foreign matter, using
a petrol-moistened cloth. Do not use emery cloth or
a carborundum stone for cleaning cut-out contacts.
CUT-OUT ADJUSTING FIXED CONTACT
SCREW BLADE

- . .
·i\��{;.�

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-- ,_,,-
··-·.::.- .

··- · ····
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GASKET

REGULATOR REGULATOR STOP-ARM ARMATURE TONGUE

MOVING CONTACT FIXED CONTACT SCREW & MOVING CONTA CT
Fig 19-Conlrol box type RBI08.
 5-22 Electrical System FE-65

7. STARTER SWITCH MODEL S60, No 31629E When the dual range selector lever is in either high
or low range the switch plunger is not compressed as
The starter switch is mounted on the RH side of it protrudes either into the space beyond the end of
the instrument panel. It will operate only when the
the shifter rail (high range) or into a recess cut into
dual range selector lever is in the S position to close the shifter rail (low range). It is therefore impossible
the neutral safety switch. inadvertently to start the engine with the tractor in
The first position clockwise operates starter for nor­ gear.
mal starting, first and second positions anti-clockwise
operate Thermostart easy starting aid and the starter
motor respectively. 10. WIRING
8. THERMOSTART CAV TYPE The wiring on the tractor is comparatively simple,
but must b.:: maintained in good condition to prevent
The Thermostart consists of a combined heating and hard starting and electrical difficulties. The battery
vaporising coil mounted in the inlet manifold. cables are designed to carry a heavy amperage. How­
At the first movement anti-clockwise of the starter ever, if the terminal contacts are not kept clean and
switch fuel flows from the reservoir tank, mounted at tight, the current carrying capacity is greatly reduced
the rear of the main fuel tank, through the heater, and starting trouble results. It is essential to maintain
wherein it is vaporised and then ignited by the heater good earth connections for battery, starter and genera­
coil. tor.
A further movement anti-clockwise of the starter:
switch operates the starter and the ignited fuel is The high tension wirings system is of 7 mm diameter
drawn into the engine. For service instructions refer wire with a high resistance insulating covering. If this
to the fuel system. insulation becomes cracked or broken, a current leak
may occur, with the result that no spark or reduced
spark reaches the sparking plug.
9. NEUTRAL SAFETY SWITCH SSl0, No 31601A
The low voltage wiring system should be inspected
The plunger type neutral safety switch is mounted regularly and all connections kept clean and secure.
on the transmission case in a position such that the Locations where chafing has worn the covering should
plun,Q:er is compressed by the planetary shifter rail be repaired before a short circuit occurs. Advantage
when the dual range selector lever is in the neutral should be taken of the replacement wiring harness
or start position. This closes the starter motor circuit. assembly which is made available as a service part.

rt

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 FE-65 Lighting System 6-1

GROUP 6

LIGHTING SYSTEM

SERVICE INFORMATION - PROCEDURES

I. FITTING SYSTEM TO TRACTOR ............................................ -.. 6-2
'
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'
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 6-2 Lighting System FE-65

SERVICE INFORMATION - PROCEDURES

1. FITTING SYSTEM TO TRACTOR
The instalJation of the electrical wiring and lighting
system (see Fig 1) on the Massey-Ferguson 65 Tractor
is straightforward and can be carried out with normal
garage equipment.
The fitting instructions are given in the following
paragraphs and deal with the preparatory work on
the tractor sheet metal, the assembly of lamps and
brackets, and the fitting of the wiring harness.
The second half of the group is devoted to illus­
trations which should be studied in conjunction with
the relative descriptions.

HEADLAMP BLACK HEADLAMP

BLUE WITH WHITE

BROWN WITH WHITE

BLUE WITH WHITE

BLUE WITH RED----11>1
LIGHTING SWITCH
RED WITH BLACK----�;::...
STEEL· ARMOURED CABLE--�
SIDE. & TAIL LAMP
PROTECTIVE �ETAL

., RED
RED

BLACK

o TRAILER 0
CONNECTOR NUMBER PLATE LAMP
SECURE EARTHING EYELETS TQ
BOLT SECURING CONNECTOR BRACKET

Fig I-Wiring diagram of the lighting system.

 FE-65 Lighting Syste.m 6-3

� >. . �_:.:::.:.:.:.::.:--
o
CABLE HOLE .

·- -
,, ._l _

Fig 4-l'rep_!Jring. the number. plat!' _bracket.

--­
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\

2'1�:1,--,­

Flg 1-Preporlng the fenders. ® @

• . . C
o' \
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___!

Fig 5-Fitting the number plate lamp.

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...i II"

l¼

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-- -�--,
1-

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, 14

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Fig 3-Preparing the side panels. Fig b-Fitting the plough lamp and side-and-tail lamps,
 6-4 Lighting System FE-65

.'
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® °
GROMMET
9•
A. :i2 ( 7· 14 mm.) DIA. A. i2 (7·14mm) DIA.
19• 17 "
8. i4 ( 7· 54 mm.) DIA. B. 32 (13·5 mm) DIA.

Fig 7-Troclor harness (rear view).

To Prepare Fenders NOTE: These operations are more easily accomplished

(I) Mount each side-and-tail lamp box bracket so
that its top edge just covers the fender stay top rivet
head (see Fig 2).
(2) Mark off and drill two ;'," holes to take the box
bracket securing bolts.
(3) Drill the upper and lower -r-."cable holes as
shown and fit grommets. Temporarily position the
cable shield centrally between these last two holes and
mark off and drill the eight mounting holes N' to take
the 4BA screws.
It may be found easier to place the tail and plough
lamp cables in position before securing the cable shield
to the fenders.
with the jentlers removed.
To Prepare Side Panels
Drill a H'' hole in each side panel (see Fig 3).
When mounting the headlamp fit the plain washers
inside the side panels.
To Prepare Number Plate Bracket
Position the number plate bracket centrally and as
high as possible under the rim of the rear of the
driving seat (see Fig 4). Before marking off and drill­
ing the number plate ensure that full rearward move­
ment of the driving seat is obtainable with the num­
ber plate resting o� the blind rubber grommets. Then
assemble the lamps and brackets (see Fig 5).
�­
I

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!

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 FE-65 Lighting System 6-5

D� � �
~

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�:::::--
--
B 11132• (8·73 mm) DIA. I
Fig 8-Tractor harness (side view).

To Assemble Lamps and Brackets

The plough lamp and side-and-tail lamp earthing
eyelets must be secured to the front of the box brackets
using the holes provided (see Fig 6).

To Fit Wiring Harness

The cable runs must be routed as shown in the
drawings (see Figs 7, 8, 9). In figure 7 the longer side­
and-tail lamp cable goes to the left-hand lamp (length
difference 3").
When wiring across the rear axle, care should be
taken to keep the wiring away from areas likely to
be trodden upon. 9 u,.; ( 5 ·15 m,n.) Olo.

When making earth connections, ensure that all paint

is first removed from the contacting surfaces. Fig 9-Cut.. away view of rodiato� grille showing horneS$.
- - ---·-- ----
 FE-65 Clutch 7-1

GROUP 7

CLUTCH

SPECIFICATIONS ........................................................................................................... ............ 7-2

SERVICE INFORMATION - PROCEDURES
1. GENERAL DESCRIPTION _..... ..... ........... .......... ............. .................. 7-2
2. CLUTCH ADJUSTMENTS ........_................ ............................................... 7-3
3. CLUTCH DISMANTLING AND ASSEMBLY ..................... 7-3
4. CLUTCH RELEASE BEARING .............. ....................................... 7-5
5. CLUTCH PILOT BEARING ................................. ................................ 7-6
FAULT FINDING CHART................................................................................................ 7-7

_l
7-2 Clutch FE-65

SPECIFICATIONS

Transmission disc ................................................................................................ 11" lining material 1133C bonded

PTO/hyd pump disc ....................................................................................... 9" lining material l 133C riveted
Thrust sp1ings:
Primary (transmission) disc ·················-········································· 12 coil springs
Color ..................................................................................................................... Lavender
Fitted load ..................................................................................... ............ 117 lb == 5%
Secondary (PTO/hyd pump) disc ···········································-·· Belleville spring (see Fig 3)
Load - released position (flat) ............................................ . 1238-I126lb
Engaged position (.065" deflection) ................................ . 1467-1306 lb
Clutch pedal ......................................... .............................................................. ,... Free movement of pedal 1". This is equivalent to
¼" measured between the top of the clutch release
shaft arm and the transmission case.
Toggle release levers:
Height from flywheel face ..................................................................
Height from face of spacer ring segments ....................... .
4H" + n"
2.65" + .070"
- 0
Movement of lever ends .654" L}!
Variations in toggle lever height should not exceed • ��. Ii

.015"
Adjusting screws ....................................................................... ........................ Clearance between screw heads and rear pressure
plate (pto/hydraulic pump drive) .080" ± .002".

SERVICE INFORMATIO N - PRO CEDURES

1. GENERAL DESCRIPTION Both pressure plates are interlocked with the clutch
cover elements so that they rotate with the flywheel,
The clutch fitted to the MF-65 tractor is the Auburn and are capable also of axial movement. This axial
coil/Belleville spring ventilated type dual clutch. movement is obtained through a single set of release
By depressing the clutch pedal through its first stage levers pivoted on the dutch housing cover in such
the transmiss.ion drive only is disconnected, ie for the a way that the initial movement of the release levers
purpose of gear changing and stopping and starting operating against the pressure of 12 coil springs moves
the tractor; the power train to the pump and pto shaft the pressure plate rearwards thus releasing the primary
is not affected. When the tractor is stopped in this disc.
manner, ptti driven implements can still be operated Further movement of the pressure plate, still
and raised or lowered by means of the hydraulic actuated by the same release levers butts three set
system without interruption. screws against the secondary pressure plate thus
moving this plate against the Belleville spring and
This Dual Clutch has a primary 11" disc driving releasing the secondary disc.
the transmiEsion shaft and a rearward secondary 9" The clut-::h release levers are operated in the usual
disc driving the hydraulic pump and hollow pto input way by a clutch release bearing which in turn is
shaft. actuated by the clutch pedal. The dutch discs have
The first is operated by the primary pressure plate bonded and riveted annular friction facings.
against th•� flywheel face, the second is operated by The flywheel has louvres to assist cooling and a
a secondary pressure plate against a false flywheel spacer ring in three segments is fitted between the
plate secured to the engine flywheel by the same recess in thf flywheel and the false flywheel ring to
screws which hold the clutch cover. assist air flow.
 FE-65 Cl1ttch 7-.1

,
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I

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I

.
3
Fig 2-Clutch pedal adjustment.

_l
2. CLUTCH ADJUSTMENTS
(1) Clutch pedal free travel - This should be l''
at the pedal, and is equivalent to ¾" measured between
the top of the clutch release shaft arm and the
transmission case. (See Fig 2X).
To adjust, hold the end of the clutch bearing shaft
with a tommy bar through the hole provided, release
\.EVERS TO BE SEi
IN A P-ANE SQUAR;: the clamp bolt, and adjust the pedal to the correct
Wl'TH AXIS V>/ITMIN 015 position. After adjustment, tighten pinch bolt and
re-check the pedal free travel.
(2) Pressure plate screws - The clearance between
the head of the three adjusting screws (see inset, Fig
5) and the rear pressure plate must be maintained at
.080" ± .002".
An inspection cover plate is provided in the trans­
mission case beneath the clutch assembly. Through
the access hole the clearances can be checked and
-Qf;i.,<--.,,.,------10
-n;,-------e)
the screws adjusted as necessary after loosening each
lock nut. It will of course be necessary to rotate the
flywheel until the adjusting screws align one by one
with the inspection opening.

3. CLUTCH DISMANTLING AND ASSEMBLY

To Remove from Flywheel and Dismantle
NOTE: The pressure of the coil springs may cause
the clutch cover to fLy up if the pressure is not released
slowly and care/ully.
(1) Insert three shipping bolts ¼" ANC by 2¼"
through the clutch cover and the thrust springs at
the left of e�1ch set screw, into holes which are tapped
Fig I-The dutch (cross section view)
in the 11" pressure plate. This will keep the clutch
springs compressed to avoid the possibility of damage
Clutch odjusting screw
to the flywheel threads which otherwise might be
I. 11. Flywheel plate
2. A11chor clip spring 12. Pressure spring and causeu by the high dutch �pring pressure acting
3. Clutch release lever insuloting washer against the partially released flywheel fixing bolts.
4. Link pin
5. D head pin
13. 11" pressure
14. Clutch end rod
plate
(2) Before proceeding to dismantle the clutch
6. Clutch to flywheel screw 15. Rod end pin further, carefully mark the clutch cover, outer pressure
7. Clutch cover I b. Cl ulch screw plate and lwo inner pressure plates so that they can
8. 9" Belleville spring 17. 11" driven plate assembly
9. 9" pressure plate 18. Ring spacer be assembled in the same relative position, to maintain
I 0. 9" driv"n plate assembly the balance of the clutch assembly.
 '
--
7-4 Clutch FE-65 r"' -
,,
215
225''

I ---
----
t,

FijEE POSITION
8-----

n_
..
RELEASED POSITION DRIVE POSITION
" ie Disengag<Zc\ ie Fitta.d
_j
-------"'

Fig 3-The Belleville spring section.

(3) Fit clutch centraliser MF 159.

(4) Remove each LH cover plate attachment screw,
and replace with a 3¼" X 5/16" UNC slave bolt with
a 5/16" UNC slave nut screwed to within an inch of -.
: It .
j• -··- 16 I�
the head. S,;rew the slave bolts fully into the flywheel.
(5) Tighten the slave nuts down to the clutch cover � 15.
and remove the three ¼" shipping bolts.
(6) Slacken the slave nuts approximately ¼"­
NOTE: When slackening off these nuts do so evenly.
It is recommended that they .should be slackened of]
in sequence, two flats at a time.
(7) The roll pin or mills pin can now be tapped
through the clutch cover against the secondary Belle­ 17-----1.
ville spring.
(8) Sharpl)' tap the pivot pin four or five times to
shear the tip of the roll or mills pins. 18_
(9) Remove anchor clip springs and clutch release _fi
lever pivot pins. 0�

(10) Continue to slacken off the slave nuts until the

Fig 4--The clutch (exploded view)
spring pressure is released.
I. Clutch adjusting screw I I. Flywheel plc,te
To Assembk 2. Anchor clip spring 12. Pressure spring c,nd
3. Clutch release lever insulating washer
NOTE: The Belleville spring and clutch disc hub 4. Link pin 13. I I" pressure plote
5. D head pin 14. Clutch end rod
splines should be lubricated with high melting point 6. Clutch to flywheel screw 15. Rod end pin
grease. 7. Clutch cover I 6. Clutch screw
(I} Place the 1 L" pressure plate face down on the 8.
9.
9" Belleville spring
9" pressure plate
17. 11" driven plate cssembl y-
18. Ring spacer
work-b�nch. IO. 9" driven plate assembly

(2) Re-assemble the clutch springs, ensuring that the
asbestos washer is placed in position beneath each
· -coil spring.
(3) Place the flywheel plate, with the flat side upper­
most, in po�ition on the assembly by lining up the
marks previously made.
(4) Place and centre the 9" driven plate assembly
on the pressure plate with the longer hub of the disc
uppermost. Place the 9" pressure plate on the assembly
with the flat side against the disc. Again line up the
marks.
j (5) Place the Belleville spring, concave upwards,
-on the assembly and ensure that it is correctly seated.
Place the Clutch cover in position, and check that
dutch springs and fibre washers are correctly located.
Fit anchor clip springs and clutch release lever pivot
pins, substituting D headed pins with retaining split
pin in place of the original. Note that D headed pins
must be fitted so that the D head is leading in the
,direction of rotation.
(6) During assembly ensure that the end rods are
not trapped beneath the cover as this could easily
·crack it when fitting. An elastic band around the
toggle levers will ensure correct positioning.
(7) Mount clutch assembly in press with cover upper­
most, place a bar across centre of cover clear of
toggle levers and compress the clutch assembly suffici­
.. ently to allow shipping bolts to be fitted.
To Fit Clutch to Flywheel
(I) Set spacer rings in position on flywheel flange.
(2) Assemble the clutch assembly and the primary
disc on th<! clutch pilot tool MF 159 and insert the
pilot tool into the pilot bearing of the flywheel.
(3) Position the clutch assembly and instal the
· :attaching si:·tscrews, tightening them one tum at a
time by diagonal selection until fully home. Unless
the disc assemblies are properly aligned by using the
pilot tool, it will be difficult to assemble the engine to
the transmis5ion case. Remove clutch pilot tool, and
remove shipping bolts.
AlternatiVf:]y, assemble components using MF 159
dutch centraliser, ensuring that Belleville spring is
FE-65 Clutch 7-5
to release. If there is too little clearance at this point,
the secondary disc will begin to release before the
primary disc is fully released and the forward motion
of the tractor cannot be stopped without also stopping
the power take-off.
Too much clearance at this point will restrict the
movement of the secondary pressure plate and the
result may be that the secondary disc will not be
fully released at the end of the clutch pedal travel;
thus it would be impossible lo slop the power take-off.
NOTE: After. setting these adjustments, actuate the
three toggle levers together to bed in the components,
until, after a series of several applications, the height
of the toggle levers remains constant.
On earlie1 tractors there have been instances of
fouling occurring, at the fully disengaged position,
between the bottom faces of the toggle lever and the
rivets on the 9" driven plate.
First ensure that all clutch adjustments are correct,
then, should fouling still occur, rectify by filing a
chamfer on the underside of the toggle lever (see Fig
5).
4. CLUTCH RELEASE BEARING
No attention should be required between major
tractor overhauls. The bearing, which is of the self­
lubricating type, is packed with high melting point
grease on assembly.
To remove bearing proceed as for clutch removal
and expose assembly. With the transmission withdrawn
from the engine, the release bearing will remain in
position on its hub, floating on the main drive gear
Fig 5-Modified toggle lever

·correctly seated. Fit slave bolts and nuts through

cover to flywheel and tighten down slave nuts until
shipping bolts can be fitted. Fit shipping bolts, remove
slave bolts a.nd fit cover plate attachment setscrews.
Remove shipping bolts.

To Adjust
(1) Set the toggle release levers to a height of 2.6511
+.070, -0 measured from the face of the spacer ring
segments. Adjust on screw at tip of toggle lever,
tightening lock nut when adjustment is sati�faclory.
Variation in toggle lever height must not exceed .015".
(2) Set the secondary disc setscrew clearance to
.080" + .002" and tighten lockouts. (See Fig 7).
This adjustment determines the point in the clutch
pedal travel when the secondary pressure plate begins Fig b--Clutch reJeose beoring

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7-6 Clutch FE-65

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Fig 7-Setting the setscrew clearance.

hearing retainer, and retained by two release bearing
springs.
By releasing the springs from the hub, the bearing
and hub can be slid off the mounting and the bearing
then removed.
lt is recommended that the bearing should be
replaced at major tractor overhauls if n'ecessary.
Bearing adjustment is obtained by positioning the
clutch pedal. See Pedal Adjustment.
5. CLUTCH PILOT BEARING
The tran�mission main drive shaft is supported in
the engine flywheel by this self-lubricating bearing
which may be examined when the clutch assembly is
removed.
No service attention should be required, as this
bearing is of the self-lubricating type. It should be
examined for wear during major overhauls and renewed
if necessary.

FAULT FINDING CHART
Fault Possible Cause
Clutch drag or spin (a) Oil or grease on driven plate facings.
(b) Improper pedal adjustment not
allowing free movement to release
bearing.
(c) Damaged pressure plate or clutch
cover.
(d) Driven plate hub binding on splined
drive pinion shaft.
(e) Distorted driven plate.
(f) Broken facing of driven .plate.
(g) Dirt or foreign matter in clutch.
Slip (a) Oil or grease on driven plate facings.
(b) Weak thrust or Belleville spring. If
excessive slip is allowed to occur,
the heat generated will soften the
springs and aggravate the trouble.
(c) Binding of clutch pedal mechanism.
(d) Improper pedal adjustment
preventing full engagement.
------- --· ·-- ·- -
Fierceness or snatch (a) Oil on driven faces.
(b) Binding of clutch pedal mechanism.
(c) Worn out driven plate facings.
Judder (a) Oil, grease or foreign matter on
driven plate facings.
(b) Contact area friction facings not
evenly distributed. Note that 100%
contact will not occur until clutch
has been in use for some time, but
contact area should be evenly dis-
tributed round the facings.
(c) Buckled driven plate(s).
Rattle Anti-rattle spring(s) broken. Damaged
driven plate. Worn parts in release
mechanism. Excessive backlash in
transmission. Wear in transmission
bearings.
Abnormal facing wear Usually produced by over-loading and
by excessive slip when starting.
Pto stops when tractor Clearance at pressure plate adjusting
is halted screws too small.
Pto cannot be stopped Clearance at pressure plate adjusting
screws too great.
FE-65 Clutch 7-7
Adjustment Required
--•--•-
(a) Fit new plate.
(b) Correct pedal adjustment.
(c) Replace defective part.
(d) Clean up splines and smear with
small quantity of grease.
(e) Fit new plate.
(f) Fit new plate.
(g) Dismantle clutch from flywheel
and clean with dry rag. See that
all working parts a�e free.
(a) Fit new driven plate.
(b) Fit a new set of thrust springs
(single clutch), or a new Belle-
ville spring (dual clutch).
(c) Free bearings. The clutch shaft
bushes in the transmission case
are self-lubricating. Oil or grease
should not be applied.
(d) Correct pedal adjustment.
·-- ---
(a) Fit new driven plate.
(b) See ahove.
(c) Fit new driven plate.
(a) Fit new driven plate.
(b) Adjust release levers correctly,
using gauge plate. If this does
not cure the trouble fit new
driven plate.
(c) Fit new driven plate.
Fit new parts as necessary.
In hands of the operator.
Correct clearance.
·-·
Correct clearance.
 '
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 FE-65 Transmission 8-1

GROUP 8

TRANSMISSION

SERVICE INFORMATION - PROCEDURES

1. GENERAL DESCRIPTION ....... ................................................................ 8-2
2. REVERSE GEAR ............................... .................................................................. 8-3
3. STARTING SAFETY DEVICE ............................................................... 8-3
4. DUAL CLUTCH OPERATION ............................................................ 8-3

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8-2 Transmission FE-6.5

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SERVICE INFOR1\1ATION - PROCEDURES

1. GENERAL DESCRIPTION for this lever is indicated by a raised S. and, for

starting, the lever must be in this position in order

The transmission assembly is a three-speed forward
and one reverse sliding spur gear transmission com­
pounded by a planetary reduction gear set on the
output end of the main shaft. This combination
produces a total of six forward and two reverse speeds.
There are two gear levers: The Gear Shift Lever
for the change speed gears and the Dual Range
Selector Lever for the planetary unit. The three
forward and one reverse gears are indicated by raised
characters on the transmission housing adjacent to
the Gear Shift Lever, and the high and low ranges of
the Dual Range Selector Lever are shown by a raised
H and L - see Fig 2. The neutral or start position
f
to close the starter motor circuit. Low or high range
must be engaged before the tractor will move off. When
the lever is in the Low range, the planetary reduction
is engaged and effects a 4 : 1 reduction of the trans­
mission speed in all speeds.
All of the gears are case hardened. heat treated
alloy steel forgings. The gears in the first reduction
gear train have helical cut teeth for quietness and long
life. Change speed gears have spur teeth and slide on
their shafts directly into engagement for ease of shifting
and simplicity of construction. The shafts are supported
on ball bearing and require no shims, pre-load or ad­
justment.

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fig I-The transmission, showing clutcn.

The shifter forks are secured by locking pins to
shifter rails which slide in holes in the end walls of the
transmission casing. Chisel ended spring plungers work
in notches in the rails to locate selectors for appropri­
ate gears, while rail interlocking is by a plunger
supported below the rail stop plate.
The planetary reduction unit is coupled to the rear
or output end of the transmission main shaft. The
planet pinion carrier is the rotating member and the
planetary gear ring is fixed to the transmission rear
wall. With the planetary reduction unit disengaged, i.e.,
the dual range selector lever in high range, the main
drive shaft i� coupled directly to the gearbox main
shaft.
With the planetary reduction unit engaged, i.e., tile
dual range selector lever in low range, the main drive
shaft is coupled to the planet carrier and the drive is
via the sun wheel and planet wheels, giving a 4 : 1
reduction in all speeds.
The entire transmission assembly is enclosed in a cast
iron case wruch forms a portion of the main structure
of the tractor, and the gears run in a 6.6 Imp gal bath
of oil.
A common filler hole which serves the transmission,
hydraulic system and rear axle assemblies is situated on
the cover plate adjacent to the gear change lever. Two
magnetic drain plugs are fitted, beneath the trans-
, mission and rear axle housings respectively.
2. REVERSE GEAR
The 3rd countershaft gear splined to the counter­
shaft is in constant mesh with the rear (large gear)
of the reverse gear cluster. The 1st mainshaft gear
splined to the rnainshaft is shifted into mesh with the
: :front (small gear) of the reverse gear cluster. The
:·: drive for reverse gear is therefore from 3rd gear
: countershaft to reverse cluster to 1st mainshaft gear.
i
l
FE-65 Transmission 8-3
3. STARTING SAFETY DEVICE
The safety starter switch will operate only when its
plunger is compressed by the planetary shifter rail,
when the dual range selector lever is in its neutral
position. This closes the starter motor circuit.
When the dual range selector lever is in either
high or low range the switch plunger is not compressed
as it protrudes either into the space beyond the end
of the shift�r rail (high range) or into the recess cut
in the shifter rail (low range). It is therefore impos­
sible inadvertently to start the engine with the tractor
in gear and it is necessary to engage high or low range
before the tractor will move off.
4. DUAL CLUTCH OPERATION
The transmission main input shaft (A) (see Fig I)
is rotated by the clutch forward primary disc and has
the driving pinion forged integral with it. This pinion
rotates a driven gear splined to a hollow countershaft
(B), which carries the gears mating with the sliding
change speed gears on the main shaft.
The drive for the hydraulic pump and Pto is taken
from the rear secondary clutch disc via a tubular drive
shaft (C) which encloses the transmission main input
shaft (A). This tubular shaft (C) is geared to a solid
shaft (D) which passes through the hollow counter­
shaft (B) to transmit the drive from the engine to the
hydraulic pump and power take-off independently of
the transmission.
5. DISMANTLING AND REASSEMBLING
Dismantling and reassembling procedures are
identical with those for the transmission on the FE-3 5
tractor. ( See Group 8-Section 2).
 FE-65 Rear Axle 9-1

GROUP 9

REAR AXLE

SPECIFICATIONS .............................................................................: ......................................... 9-2

SERVICE INFORMATION - PROCEDURES
1.GENERAL DESCRIPTION ....................................................................... 9-2
2.EPICYCLIC HUBS ....................................... .................................................... 9-5
3.REAR AXLE SHAFTS ................................................................................... 9-5
4.REAR AXLE HOUSING ............................................................................. 9-6
5. DIFFERENTIAL CARRIER PLATES .......................................... 9-7
6. CROWN WHEEL AND PINION ......................................................... 9-7
7. REAR END DISMANTLING AND ASSEMBLING . . . . 9-8

'
.......,'
 9-2 Rear Axle FE-65
SPECIFICATIONS
Rear Axle Reduction Ratio:
Driving pinion to crown
wheel ····· ··-···············.. ··-······.............. 13 : 45
Axle shaft to planetary gear
ring (epicyclic hub) ............... 21 : 66
Total reduction .............................. 1 : 10.9
Pre-load of axle shaft assembly (controlled by shims beneath the wheel axle bearing assembly) - .001-
.005" measured between the drive cover and intern al drive planetary ring gear.
SERVI CE INFORMATI O N
1. GENERAL DESCRIPTION
The power · input from the transmission main drive
shaft (see Fig 1), is transmitted through the rear drive
shaft and shear coupling to a spiral bevel driving
pinion and crown wheel of 13 : 45 reduction ratio,
and thence to au epicyclic arrangement of 21 : 66
reduction ratio, incorporated in each wheel axle, so
achieving an overall reduction of 1 : 10.9.
(1) Differential assembly -
(a) The case-hardened driving pinion and crown
wheel gears are machined from heat-treated alloy
steel forgings which are specially treated to prevent
"scuffing'' during the bedding-in period.
(b) Th� driving pinion is supported in the centre
housing web by a straight roller pilot bearing and
a pre-loaded sleeve assembly embodying two high
capacity taper roller bearings.
(c) The crown wheel is spigoted in the split
differential case, which is supported by taper roller
bearings running in cups fitted to the differential
carrier plates. The differential pinions are mounted
on a differential cross-joint and the thrust is taken
up by the pinion thrust washers.
(d) The driving pinion is coupled to the trans­
mission rear drive shaft by a grooved tubular shear
member, fitted to minimise consequential damage
under exceptional shock loading.
(2) Wheel axles and shafts -
(a) The axle shafts arc made of heat-treated forged
..,
------ --·-----------
Torque Loadings -
Crown wheel bolts ..................... 80-90 ft/lb
Differential case screws ......... 47-53 ft/lb
Rear axle housing to centre
housing nuts ............... ...... .. -.. .. 47-53 ft/lb
Backlash between crown
wheel and pinion ...................... 009"-.012" (Ref only)
- PROCEDURES .iz·
11�..t.
alloy steel. Their inner ends are splined into the
differential gears while the outer ends are supported
by taper roller bearings.
(b) The inner splined ends carry the brake discs
which are housed in completely sealed compartments
formed between the differential carrier plates and
the axle housings. (See Brakes, Group 14).
(c) The outer ends of the shafts form sun wheels
which drive the planetary pinion carriers which are
enmeshed with the planetary gear rings of the wheel
axle assemblies. These complete epicyclic units run
in completely enclosed oil baths. The wheel axle
assembly is comprised of the wheel axle, bearing
and drive cover.
A taper roller bearing was fitted up to tractor
Serial No 506665 (see inset, Fig 2) but this was super­
seded at tractor Serial No 506666 by an arrangement
incorporating a Torrington needle roller bearing. (See
Fig 2). In both cases, pre-loading of the bearing is
achieved by the addition of a critical thickness of
L
shims behind the bearing.
(3) Differential lock - On tractors fitted with the
differential lock, the RH differential case adaptor is
replaced by a differential coupling cap incorporating
a dog coupling.
When the differential lock pedal is depressed, an
actuating cam brings the two halves of the coupling
into mesh, thus locking the differential.
The differential lock pedal is spring-loaded to ensure
dis-engagement once the pressure of the operator's
 FE-65 Rear Axle 9-3

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Fig I-Rear axle (sectional view).

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NEEDLE ROLLEP.S �
i NEEDLE THP.UST BEARING RACE �
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WHEEL AXLE ROLLER RETAINING WASHERS

REAR A�LE -SHAFT \ I

BEARING SUPPORT RING

REAR AXLE SHAFT

WHEEL AXLE

TIMKEN BEARING ASSEMBLY

\SEMINGCUP

NEEDLE THRUST BEARING

. BEARING CONE

fig 2-Epicyclic hub and wheel axle bearing •

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foot is removed from the pedal. It is, however,
necessary to break the tractor's forward line of travel
by touching one of the independent brakes, as other­
wise the dog couplin g can remain engaged.
2. EPICYCLIC HUBS
The oil in the epicyclic hubs should be renewed at
the intervals shown in the maintenance section of the
instruction book.
To Drain Hub
( l) Remove drain plug from axle housing.
(2) Insert suitable· tube into bottom of hub and,
using a syringe, suck out all oil.
(3) Purge with small amount of clean oil to clear
out hub.
(4) Clean breather.
To Refill Hub
Using a suitable syringe, refill to drain plug level
with clean straight mineral oil of a recommended grade.
(See instruction book).
To. Remove and Dismantle Hub
(1) Fit jack under fender mounting pad and remove
wheel.
(2) Drain oil.
(3) Remove axle housing to planetary bolts and lift
off hub and planetary internal drive gear.
(4) Removt: wheel axle inner bearing cone.
(5) Remove circlip and needle roller bearing
assembly.
(6) Remove snap ring retaining planetary carrier
. assembly and lift off assembly.
To Dismantle Planetary Carrier
(1) Remove snap ring and knock out planetary
pinion shaft.
(2) Reverse assembly and push out driver with
pilot, thus keeping the needle rollers in position.
(3) Remove planetary drive pinion and thrust
washers with pilot in position .
The needle rollers and retaining washers can now
be removed if necessary.
To Re-assemble Planetary Carrier
(1) Insert needle rollers and retaining washers and
refit pilot.
The use of a heavy grease will facilitate assembly.
(2) Fit thrust washers on each side of planetary
drive pinion and insert into carrier.
(3) Drive in planetary pinion shaft, pushing out
pilot.
(4) Refit circlips.
To Dismantle Drive Cover and Wheel Axle Assembly
(1) Remove split collar.
(2) Remove wheel axle outer bearing cone.
..1.
r
FE-65 Rear A.xle 9-5
(3) Remove wheel axle outer bearing cup and oil
seal..
To Re-assemble Drive Cover and Wheel Axle
Assembly
°
(1) Replace wheel axle outer bearing cup.
(2) Replace oil seal.
(3) Assemble drive cover and wheel axle.
(4) Drive on wheel axle outer bearing cone, until
it is possible to fit split collar. Every care must be
taken to ensure that the split collar remains in position
during this operation.
. After refitting the split collar it will be necessary
to pull the bearing up hard against the split collar
in order to allow the preload to be set accurately.
(5) Refit planetary carrier and circlip.
3. REAR AXLE SHAFI'S
To . Remove and Dismantle Axle Assembly
(1) Drain centre hou::ing and transmission of oil.
Clean and replace magnetic drain plugs.
(2) Fit jack under• fender mounting pad, remove
wheel and epicyclic hub as detailed in 2. Epicyclic
hubs, To Remove and Dismantle Hub.
(3) Wedg'.: brake in engaged position and engage
diff lock on RH side, carefully withdraw the axle
shaft assembly.
(4) Remove wheel axle inner bearing cup.
( 5) Remove axle shaft bearing cone.
To Assemble and Replace Rear Axle Shaft Assembly
(1) Replace wheel axle inner bearing cup.
(2) Replace axle shaft. bearing cone.
(3) Enter axle shaft carefully through brake disc
splines and differential carrier plate oil seal.
(4) Remove wedge to release brakes.
NOTE: It is important that the diff lock be engaged
before the shaft is removed or replaced.
To Replace Epicyclic Hub and Set Pre-load
(1) Fit planetary pinion carrier and carrier retaining
circlip.
(2) Tractors up to Serial No 506665:
Fit slave bearing to wheel axle but do not, at this
stage, fit any shims beneath the bearing. (The slave
bearing can be easily made by machining .002" from
the inside diameter of a bearing cone).
(3) Tractors after Serial No 506665:
(a) Fit sleeve with chamfer down but do not, at
this stage fit shims.
(b) Fit thrust race chamfer down.
(c) Fit roller bearing cone assembly, complete with
rollers and spacers, tapered end up.
(d) Fit roller bearing washer and retaining ring.
(4) Fit planetary internal drive gear and wheel axle
assembly without gaskets and secure with three nuts
and bolts tightened down· to a torque loading of 45-50
ft/lb. These bolts should be spaced at 120 °.
9-6 Rear Axle FE-65
(5) Strike centre of wheel axle to bed in bearing.
(6) Fit lock gauge to axle housing and zero gauge
off face of wheel axle.
(7) Using two levers, I 80° apart, check end-float
of wheel axle.
(8) Fit correct thickness of shims beneath bearing.
This thickness is:
End-float measured + Preload required + Tighten­
ing-down allowance.
End-float measured = Clock gauge reading.
Preload required = .001"-.005".
Tightening-down allowance = .002".
(9) Refit planetary internal drive gear and wheel
axle assembly, with new gaskets, and tighten bolts
to a torque of 45-50 ft/lb.
NOTE: On tractors before Serial No 506665 care
must be taken to ensure that the slave bearing is
removed and the production bearing fitted.
(lO) Refiil epicyclic hub with oil.
To Set Pre-load (Alternative .Method)
(1) Fit planetary pinion carrier and carrier retaining
circlip.
(2) Fit original thickness of shims beneath bearing.
Where a Timken type bearing is used, it is recom­
mended that a slave bearing be used. This bearing is
obtained by removing .002" from the internal diameter
of an old bearing.
(3) Fit planetary internal drive gear and wheel axle
assembly without gaskets, and secure with three nuts
and bolts tightened down to 45-50 ft/lb and spaced
at 120 ° .
(4) Strike centre of wheel axle to bed-in bearing.
(5) Using feeler gauge, check gap between planetary
internal drive gear and housing to .001-.005" by the
addition or subtraction of shims as required..
(6) Proceed as in Steps 9 and 10 of To Replace
Epicyclic Hub and Set Pre-load.
(7) To check the pre-load , using a suitable adaptor
(see Fig 3) with a torque wrench set between 5 and
10 ft/lb, attempt to turn the axle shaft. If too tight,
remove shim(s); if too loose additional shim(s) will be
required.
4. REAR AXLE HOUSING �
To Remove Rear Axle Housing
,,
Ii
(1) Drain epicyclic hub, transmission and centre
housings of oil.
Clean and replace magnetic drain plugs.
(2) Jack up tractor beneath centre housing and
I
remove wheel, and fender.
(3) Disconnect lower link from lower link shaft and
rod and yoke assembly from brake lever.
(4) Wedge brakes/differential lock in engaged
position and remove rear axle to centre housing nuts.
(5 ) Remove rear axle housing.
To Remove and Dismantle Differential Lock
Mechanism
(1) Remove RH rear axle housing as described in
the preceding paragraphs, and position on end so that
the differential lock mechanism is uppermost.
(2) Drive out roll pin securing shifter fork to
differential lock shaft.
(3) Remove Allen screws securing differential carrier
plate to axle housing.
(4) Remove differential carrier plate, shifter fork
and coupler.
(5) Remove brake assembly with friction discs.
(6) Compress the diff lock shaft engaging spring by
driving in a wedge between spring guide and axle
housing, and fitting a cage adaptor to hold the
compressed spring.
(7) Remove differential lock pedal and cam housing.
(8) Press compressed spring clear of circlip. Expand
circlip and withdraw differential lock shaft. Collect

11/16" AF NUl
(17·5HM)
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W_ELD NUT L
-----+-...-----_.................,.____ ___,,-+�---,

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Fig 3-Adaptor to check rear axle pre-load.

------ -·- ----- --


spring, spring guides and circlip. It will greatly facili­
tate assembly if the spring is retained in the cage of
the service tool.
(9) Loosen pinch bolt and remove pedal.
(IO) Lever hook portion of spring from shotJlder
of differential cam. Remove cam screw locknut and
roll-pin from end of shaft. On tractors after serial No
516685, remove sealing plug.
(11) Press out shaft and collect cam and spring.
To Dismantle RH Diff Carrier Plate on Diff Lock
Tractors
Remove and replace oil seal. A suitable jointing
compound must be used when fitting new oil seal.
This should be lightly smeared on the face of the
carrier plate seat and the back face of the oil seal.
To Remove and Replace Diff Lock Shaft Oil Seal
This seal is near the outer periphery of the differen­
tial carrier plate.
Drive the seal out with a suitable bar, when replacing
it, it must be spigoted on a suitable adaptor and driven
home. A suitable jointing compound must be used.
To Remove and Replace Diff Bearing Cup
The cup is replaced by p·..illing the bearing on from
the other side of the plate.
To Re-assemble and Replace Diff Lock Mechanism
(1) Position differential cam and spring in cam
housing and fit pedal shaft through cam and spring.
· Locate hook portion of spring onto shoulder of
'differential cam. and, on tractors before serial No
5"16686, fit thrust washer on machined face on outside
of cam housing and insert rollpin, and, on tractors
after serial No 516686, fit sintered sleeve and sealing
plug.
(2) Fit cam screw through cam into pedal shaft,
which is recessed. Secure with locknut when tight.
(3) Fit differential lock pedal.
(4) Place new circlip in position on casting.
- (5) Hold previously greased spring in position. Insert
I
I and remove lift cover.
differential lock shaft, taper end first and tap into
position, ensuring that the circlip is located correctly
in its groove.
(6) Remove service tool.
(7) Replace brake assembly with friction discs.
(8) Fit differential carrier plate complete with
differential lock fork and coupler. Care must be taken
not to damage the oil seal when fitting plate over
axle shaft splines. Secure plate with Allen screws.
(9) Wedge differential Jock shaft inwards, by means
of a wooden block wedged against the taper face of
the shaft and secure shifter fork 10 shaft with roll pin
with its slot facing in the direction of rotation of shaft.
�
L,i.'. (10) Fit cam actuating mechanism. using new gasket.
-,
FE-65 Rear Axle 9-7
(11) Fit brake support assembly and secure with
boHs and spring washers. Fit adjusting nut with
distance piece.
5. DIFFERENTIAL CARRIER PLATES
Both R and LR diff carrier plates on non-diff lock
tractors are similar and vary only in the bearing
cone fitted. Removal is achieved by unscrewing the
two Allen screws and. lifting off the plate. Then:
(1) Remove and replace oil seal as previously
described.
(2) Remove the bearing cone, first removing the
bearings.
(3) Replace the bearing cone, and the bearings.
6. CROWN WHEEL AND PINION
To Remove and Dismantle Diff Case Assembly
(1) Remove LR rear axle housing.
(2) Using a clean bar of suitable size, inserted into
the differential case spline, lift out differential case
assembly.
(3) Remove LR differential bearing cup.
(4) (a) Non-differential lock tractors:
Remove RH differential case adaptor bearing
cup.
(b) Differential lock tractors:
Remove difierential coupling cap bearing
cone.
(5) Remove locking wire securing differential case
screws.
Remove screws and separate differential assembly.
(6) Split crown wheel castellated nuts and remove
c.rown wheel from flanged differential case.
To Remove and Dismantle Driving Pinion
(1) Remove LR rear axle housing and lift out
differential case assembly.
(2) Remove lift forks, seat and control beam.
(3) Remove hydraulic lift cover cap and standpipe.
(4) Remove thirteen bolts lift cover to centre housing
(5) Remove shear tube and rear drive shaft, and
hydraulic pump.
(6) Release circlip securing drive gear to pinion
assembly and remove gear.
(7) Remove bearing sleeve screws. Insert two bolts
in threaded holes and by tightening bolts draw off
pinion and sleeve assembly.
(8) Unlock tab-washer and remove locknut, tab­
washer, drive gear and hub, bearing cone and bearing
sleeve.
(9) Remove driving pinion inner bearing cone.
(10) Remove driving pinion pilot bearing circlip and
pilot bearing.
9-8 Rear A.xle FE-65
To Re-assemble Driving Pinion and Set Pre-load
(1) Fit driving pinion pilot bearing. Refit circlip.
(2) Fit driving pinion· inner bearing cone.
(3) Fit bearing sleeve, outer bearing cone, gear
hub, tab-washer and locknut.
(4) With the assembly mounted in a vice tighten
locknut until a torque loading of 18-22 in/lb is
required to turn the shaft.
NOTE: This is not the torque loading on the nut, but
is the torque required to turn the shaft after the lock­
nut has been tightened.
(5) Fit GS PTO drive gear and circlip.
To Fit Driving Pinion Assembly
(1) Fit driving pinion assembly, driving it into hous­
ing by tightening evenly, in turn, on retaining bolts.
(2) Fit hydraulic pump and rear drive shaft and_
shear tube.
(3) Fit hydraulic lift cover and standpipe and
hydraulic lift cover cap.
NOTE: Renew standpipe O rings.
(4) Fit lift forks, control beam and seat.
To Re-assemble and Replace Difi Case Assembly
(1) Fit crown wheel to flanged differential case using
new nuts and bolts.
Tighten bolts to specified torque loading and peen
shanks into castellations.
(2) Re-as:::emble differential, ensuring that the num­
bers slamped on each half of the differential case are
coincident. Fit differential case screws, tighten to speci­
fied torque and fit locking wire.
(3) Fit LH differential case bearing cup.
(4) Non-diff lock tractors: Fit RH diff case adaptor
bearing cup.
(5) Diff Jock tractors: Fit RH diff coupling cap
bearing cone as follows:
(a) Spigot bearing on adaptor and drive on bear­
ing until it can be driven no further.
(b) Reverse adaptor and drive bearing home.
(6) Fit differential case assembly into centre hous­
ing and refit rear axle housing, fender and wheel.
Tighten nuts to specified torque loading.
(7) Refit lower link to power link shaft and rod and
yoke assembly to brake lever.
(8) Remove wedge to disengage brakes.
(9) Fill transmission and centre housings with oil.
7. REAR END DISMANTLING AND
ASSEMBLING
To Dismantle
(1) Drain transmission oil.
(2) Fit tractor stands in position with tractor sup­
ported on trolleys beneath centre and transmission
housings.
Fit suitable wedges between front axle beam and
front axle support on both sides of tractor.
(3) Remove step-boards and detach brake rods at
rear clevis and disconnect brake lever springs. Remove
exhaust pipe. Detach clutch pedal pivot assembly from
pto shifter lever cover and remove cover assembly.
Remove clutch shaft arm clevis pin from rod and re-
move clutch pedal and clutch pedal pull-rod.
(4) Remove bolts securing transmission housing to
centre housing and push rear axle assembly rearwards.
Fit centre housing stand.
(5) Fit jack under fender mounting pads and re­
position trolley jack under the rear of centre housing.
Eemove wheels.
(6) Remove seat, lower links, with check chains and
brackets attached, lift forks and control beam.
(7) Remove hydraulic lift cover cap, standpipe and
lift cover.
(8) Remove rear axle housing assemblies and remove
differential case assembly (previously described).
(9) Release circlip securing drive gear to pinion
assembly and remove pto driven gear.
(10) Undo socket screws securing bearing retainer
plate at rear of pto and withdraw pto shaft.
(11) Remove hydraulic pump dowels and lift out
pump.
(12) Remove driving pinion assembly (previously
described).
To Assemble
(1) Fit driving p1mon assembly and RH rear axle
housing assembly. Fit differential case assembly into
centre housing and fit LH rear axle housing assembly.
Tighten nuts -to specified torque.
(2) Fit brake lever spring clips in position on front
lower rear axle bolts. Fit wheels and fenders.
(3) Join centre housing and transmission case and
tighten to specified torque.
(4) Position pto drive gear. Position hydraulic pump,
and locate (but do not tighten) pump support pins.
Slide in pto shaft, with pto gear, and push driven
gear forward to engage pump shaft, so centralising
the pump.
Secure pump pin lockouts tightening right-hand ones
first as left-hand support pin hole in pump casing is
made larger to facilitate alignment.
(5) Fit oi_l seal retainer assembly to pto shaft. Mount
retainer with flats to sides and tap into position in
housing. Fit pto bearing retainer and secure with socket
screws.
(6) Fit rear drive shaft and shear tube and pto
shifter lever cover complete with clutch pedal pivot
assembly.
(7) Fit brake housings (if not already fitted.) and
connect brake rods and brake return springs with long
end of spring to brake arm.
(8) Remove lowest bolt from right-hand inspection
cover and insert suitable sized rod - the engine dip-

stick is suitable - through this hole to wedge the
valve lever assembly to the rear. This will assist posi­
tioning of levers when fitting lift cover assembly.
(9) Fit hydraulic lift cover, with new gasket, ensur­
ing that levers enter forward of valve lever. Fit and
tighten securing bolts to a torque of 45-50 ft/lb.
Remove rod.
FE-65 Rear A.xle 9-9
(10) Fit new O rings to standpipe and, inserting
suitable tool, such as dipstick or pencil into pipe to
assist handling, fit standpipe.
(11) Fit linkage, control beam, stepboards, seat and
related components. Fill transmission (6.6 gal) and
epicyclic hubs (1.2/3 pints each) with recommended
lubricant as detailed in the Instruction Book.
 FE-65 Hydraulic System 10-1

GROUP 10

HYDRAULIC SYSTEM

SPECIFICATIONS ......................................................................................... ........................ 10-2

SERVICE INFORMATION - PROCEDURES

1. GENERAL DESCRIPTION ........... ........................ ........ .............. 10-3
2. HANDLING INSTRUCTIONS ........... ................. ...... ...... .......... 10-3
3. HYDRAULIC SYSTEM .... ............. ............. ........... . ................. .......... 10-4
4. VALVE LINKAGE .................................................................................... 10-9
5. CO-ORDINATION OF SYSTEMS ................. ........................... 10-13
6. CONTROL SPRING ............................................................................... 10-15
7. LINKAGE AND IMPLEMENTS ................................................ 10-16
8. ADJUSTMENTS ....................... ............................................. ...... ................ 10-18
9. DISMANTLING AND RE-ASSEMBLY .......................... 10-20
,.
10. MODIFICATIONS TO HYDRAULIC SYSTEM......... 10-27
HYDRAULIC SYSTEM AND LINKAGE FAULT TABLE 10-22
10-2 Hydraulic System FE-65

SPECIFICATIONS

HYDRAULIC PUMP
Constant running, positive displacement four cyliuder, scotch-yoke piston type pump floating in the tractor
centre housing.
Speed-.36 X engine speed.
Oscillating control valve.
Test data: Minimum delivery to be 3.333 Imp gal at 1500 psi, at 720 pump rpm (at 2000 engine rpm) with oil
at a maximum visco3ity of 250 SUS. .
NOTE: Approximate oil temperatures corresponding to a maximum viscosity of 250 SUS.
SAE 80 - 130 ° F (54.4 ° C)
SAE 40 - 135 ° F (57.2 °C)
SAE 50 - 150 ° F (65.6 ° C)
HYDRAULIC SYSTEM SAFETY RELIEF VALVE
Nominal setting-2500 lb/sq in.
Test data: The valve must begin to open at a mini mum static pressure of 2300 lb/sq in. The maximum
pressure must not exceed 2800 lb/sq in when by-passing 2 Imp gal per minute. SAE 50 oil at
I l0°-140° F (43.3° -60 °C).
HITCH POINTS
Supplied fitted with hitch points in accordance with British Standard Attachment of Mounted Implements
to Agricultural Wheeled Tractors 1841 Category I. Category 2 ball joints are available as an accessory.
UPPER LINK LOWER LINKS
Nominal length: Height range:
Category 1 linkage 27" Category I linkage lOr'." to 36N'
Category 2 linkage 26½'' Category 2 linkage lOr'.'' to 36¼"
Adjustable in length from 24" to 30" Width:
Category I linkage 26¾"
Category 2 linkage 32/."
Length of link (Ball centre to ball centre):
Category I linkage 34"
Category 2 linkage 33½''
LIFfING CAPACITY - LOWER LINKS
Max weight which can be lifted from the lowest position 25001b
Recommended max weight for field work and slow speed transport 26001b
Recommended max weight for road work in transport position 18001b
DRAWBAR - ADJUSTABLE
Height range Category I and 2--,.ll" to 25" above ground level.
Nominal Height Category 1 and 2-1'8f' above ground level.
Nine H" holes provided to permit lateral adjustment-of 17".
HYDRAULIC TAPPING POINTS
Three pick-up points in lift cover:
Thread sizes-Top, ¾" NPSM; laterals, ¾" NPTF
OIL CAPACl1Y
Supplying hydraulic system, transmission and rear axle, 6.6 Imp ga1Jons.
Maximum of l½ gal may be withdrawn for operating external services.
 FE-65 Hydraulic System 10-3

SERVICE INFORMATION - PROCEDURES

1. GENERAL DESCRIPTION
The Ferguson system combines tractor and imple­
ment into one unit, with· the imp_le_ ment hydraulicaU;i
controlled. The range. of control provides the follow­
ing facilities:
(a) Implement transporting.
(b) Draft control - to regulate automatically the
draft and thereby the depth of soil engaging imple­
ments.
(c) Response control - to vary the rate at which
the lower links fall.
(d) Position control - to raise or lower the links
to a selected and fixed height.
(e) Overload release - to protect soil engaging
implements.
(f) External oil pressure take-off connections - to
supply hydraulic pressure to operated external cylin­
ders and other equipment.

2. HANDLJNG INSTRUCTIONS
(1) Control levers - Located on the right of the
driver's seat within easy reach of the operator the
· two levers provide manual control of the Hydraulic
System. With the lever on the outer quadrant (draft
· control lever), the desired working depth of the im­
,plement is selected. The lever on the inner quadrant
_. (operational lever) in its upper range provides posi-
tion control of the lower link height and in the lower
range adjusts the rate at which the working implement
drops, i.e. the speed of response. The quadrants are
marked accordingly (see Fig 1).
(2) Draft control - A soil-engaging implement fitted
and raised to the transport position is lowered to the
working position by moving the operational lever
downwards through the position control range. (See
Fig :I).
The depth at which the implement is required to
operate is then selected, as the tractor moves forward,
by the draft control lever situ.ated in the outer quad­
rant and the lower the lever is set down the quadrant,
the deeper will the implement be allowed to penetrate
?nder the influence of its weight and the suck designed
mto the soil engaging parts. Once the selected depth
is reached it will be maintained, uninfluenced by the
rise or fall of the ground contour and the pitching of
the tractor.
When the draft control lever position has been
established, the finger grip of the small adjustable
sector on the quadrant must then be positioned in
line with the lever setting and locke-.d in this position
Fig I-Hand control levers and quadrants.
A Operation lever
B Draft control lever
C Adjustable sector fingergrip
D Knurled fixing nuts for adjustable marker stops
by the knurled nut. The finger grip marks for the
operator his selected position and the small sector
defines a working range on each side within which
field adjustments may have to be made when changes
in soil texture alter the draft, and therefore, the depth
of the implement.
To raise and lower the implement at the end of a
furrow:
The draft control lever must not be used for this
purpose, but should be left at the chosen setting and
the operational lever used to override draft control
and raise the implement to the transport position.
If the draft control lever is fully raised, and the
tension load on the top link is less than 1.000 lb, the
implement will be lifted beyond the transport shut-off
position and the safety relief valve will discharge. The
small adjustable sector, when locked in position, there­
fore serves also to prevent the operator from using
the draft control lever inadvertently.
(3) Response selection - Assuming the selected
depth has been obtained by use of the draft control
lever, the rate at which certain implements drop when
10-4 Hydraulic System FE-65
responding to the depth adjustments dictated by the
hydraulic system is often too fasl, while with other
implements the drop is too slow for optimum <:onlrol.
The speed of response is therefore made variable to
suit the implement, and the rate is established by the
position of the operational lever in its lower range,
which is suitably marked. (See Fig 1.)
If bobbing of bouncing of the implement is appar­
ent it can be smoothed by moving the operational lever
closer to slow response. In general the response selec­
tion s)?ould be as slow as possible consistent with
satisfactory depth control.
(4) Implement weight transfer - In heavy going
with a soil-engaging implement, when maximum weight
transference from the implement on to the rear wheels
is required so that traction is maintained, the opera­
tional lever should be moved towards slow response
position until the implement takes about three seconds
to drop to ground level from the fully raised position_,
when the oil is warm.
The speed of drop can be checked by setting the
operational lever in the response range and fully lifting
and lowering the implement by means of the draft
lever.
Generally the lower the response setting, the smooth­
er will be the· ride, also a more level furrow bottom
will be obtained. Care should be taken with this set­
ting so that the implement does not pitch with the
tractor, however, the closer the lever can be set to the
pitch setting, the better will be the results obtained.
The final selection is dependent upon the operator's
feel of the tractor or implement and the operational
lever stop, which is provided with a knurled nut,
should afterwards be Jocked in position to mark the
setting, as the operational lever is used to raise the
implement at the end of the furrow.
(5) Position control - As previously noted, the
operational lever at the lower end of its quadrant varies
the speed of response.
At the upper end of its quadrant ·the operational
lever raises and Jowers the implement and also provides
and infinite number of positions for the lower link
height, whkh wrrespon<l approximately to the lever
position. The operator may thereby select and auto­
matically maintain a fixed height or depth of an im•;
plement.
The adjustable stop is provided on the quadrant
so that the implement, after being raised, may always
be returned to its previously selected position.
Position control is useful for earth moving imple­
ments with steep entry angles which are coupled closely
enough to be unaffected by the pitching of the tractor.
It is of assistance when hitching an implement and is
definitely advantageous for devices that are not soil
engaging, such as the crane, or partly so, such as the
scraper blade or soil scoop.
NOTE: Do not move the operational lever from Posi­
tion Control to Fas{ Response when the tractor is
standing on a hard surface, e.g. a concrete floor, as
the implement will crash down and may be damaged.
(6) Overload release - If the implement strikes a
hidden obstruction, an excessive forward thrust occurs
against the control spring and the hydraulic system
control valve is moved to jettison the oil from the
hydraulic lift cylinder. This immediately releases the
implement weight from the rear of the tractor. As this
weight, plus the soil suck of the implement and the
weight of the soil have been providing draft weight
at the rear wheels to give traction, the tractor stops
with the rear wheels spinning without damage to the
implement. At the same time a very powerful force
is directed forward and down on the front end of the
tractor and prevents it from rearing. The tractor can
then be reversed, the implement raised and the tractor
moved forward before lowering the implement at a
point beyond the obstruction.
(7) External hydraulic equipment - There are three
external oil pressure points in the hydraulic lift cover,
for use with the implements which incorporate re­
mote pressure operated hydraulic systems, such as
the Ferguson high lift loader. Oil can be supplied to
and drained from auxiliary cylinders without hold­
ing the lower links down, by using the draft control
lever, when there is little or no tension load on the
control spring and the operational lever is at the
bottom of its quadrant in the response sector, i.e.
situated according to the speed of response required.
The pump is connected to the internal lift cylinder
through the external cap, which can be removed for
the installation of external valves.
3. HYDRAULIC SYSTEM
The hydraulic system which provides the control
functions is located within and about the tractor centre
housing. (See Fig 2 and 3.)
The system comprises a four cylinder pump which
supplies oil through a vertical pipe to the hydraulic
cylinder. A connecting rod from the cylinder engages
the ram arm of the lift shaft. the ends of whkh pro­
ject from the top of the casing. Splined to each end
of the shaft (I ) is an arm (2) to which is attached,
through a universal joint, a lift rod (3) which i$ in
turn connected to the mid-point of each lower link
(4). The right-hand rod is adjustable for length by
means of a levelling lever (5). The implement is
attached on rear ball mountings (4) to the lower links,
which can pivot on their forward ball mountings (6)
at the base of the rear axle casing.
The arrangement is such that, when oil under pres­
sure from the pump is supplied to the closed end of
the hydraulic lift cylinder, the piston is forced rear­
wards, rocking the lift arm and thereby rotating the
lift shaft to raise the lower links. (See Fig 4.)
Similarly, when oil is all allowed to drain back from
the system the piston retreats back into the cylinder
under the load on the links.
(I) The hydraulic pump - The <:onstant running,
positive displacement, four cylinder pump is located
in the oil sump between the transmission and final
drive (see Fig 2). -r,-
 FE-65 Hydraulic System 10-5

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·.. ·,- : .;_�. �0
:··:;;:\(�u�;_.l ; . -ii>,
.r.
"
.r.

...1
1 0)
ii:
10-6 Hydrm1.lic System FE-65

Fig 3-The hydraulic syslem (external view}.

I. End of lift shoft 5. Lowe?' links 9. Top lin!c connection
2. Lift arms 6. Forward ball mounting I 0. Conlrol spring (internol}
3. Lift rods 7. Hyd;aulic system control levers 11. Check chains
4. levelling lever 8. Control beam 12. Boll ends

The pump is driven in the basic model tractor by mission drive. The pump shaft, supported at the front
an extension of the transmission countershaft and in in a pinned coupling collar and at the rear on the pto
the De Luxe model by a separate shaft, which extends shaft by needle roller bearings is, in effect, the link­
through a hollow countershaft to connect the pump, ing shaft between the drive from the engine and the
and pto to the engine independently of the trans- pto at the rear.
The pump body is carried on its shaft by bronze
bushes, it is made fully floating to facilitate align­
ment and restrained from rotating by dowel pins in­
serted through the side walls of the rear axle centre
housing.
_,,/
TOPL The construction (see Fig 12) consists of two piston
yokes which ride on cam blocks over eccentrics on
I . INTERNAL the pump drive shafl. The pistons reciprocate in two
,/
!
RAM opposed valve chambers, each embodying a pair of
!
I inlet and outlet valves and springs. A sealing plug,
complete with O ring and held in place by a circlip,
closes the valve chamber above each assembly.
\
\ The pump assembly is sandwiched between front
and rear castings, which incorporate the oil galleries
joining the two valve chambers and house the control
valve at the rear and support the valve oscillator body.
Fig 4-Arrangement of the hydraulic ram cylinder. (See Fig 11 ).

There is no check valve in the system, but a pressure
relief valve in the pump outlet gallery (see Fig 11 ),
operates when a nominal pressure of 2,500 lb/sq in is
exceeded. This could be caused by attempting to lift
too heavy a load on the lower links or by trying to
lift an implement caught beneath an obstruction. The
discharge pressure is adjusted by the spring cap which
is screwed inwards to increase and outwards to de­
crease the operating pressure.
(2) The pump action is as follows (see Fig 5):
(a) The lower portion of the pump is immersed
in the transmission oil which also supplies the
hydraulic system.
(b) As each of the pump pistons moves down its
cylinder it creates suction which lifts the inlet valve
from its seat and draws in oil past the control valve
- if open - along the intake gallery into the
cylinder.
(c) During this inlet stroke the outlet valve is
held. closed by the spring acting upon it. When the
piston reaches the end of its inlet stroke the inlet
valve is closed by the inlet valve spring.
{d) As the piston returns into the cylinder, the
resultant pressure on th� oil keeps the inlet valve
closed and lifts the outlet valve. This pressure forces
the oil past the outlet valve into the discharge pass­
age.
J.
Fig 5-Hydroulic pump, showing oil flow.
FE-65 Hydraulic System 10-7
The foregoing action, as described for one cylinder
only is completed for that cylinder each time the pto
shaft makes one revolution. The other three cylinders
are working in the same manner so that there are four
uniformly spaced impulses of oil, for each revolution
of the pto shaft, being delivered into a common outlet
gallery leading to the lift cylinder. (See Fig 5.)
(3) The control valve assembly - Flow of oil
through the pump is governed by a sliding control
valve, which regulates the supply to and from the lift
cylinder according to the height prescribed for the
lower links by the manual control levers beside the
driver's seat. The automatic features of the system
which follow pre-selection by the hand levers will be
explained, together with details of Overload· Release
and the use of the system to operate external ancillaries.
(a) Construction - The control valve - a sleeve
type of tubular construction - slides inside the lower
portion of the pump rear casting on three hardened
steel washers which are separated by spacing sleeves,
thereby dividing the bore inside the casting into
two compartments.
These two compartments provide inlet and outlet
chambers for the pump which are opened and closed
by the inlet and outlet slots at opposite ends of the
control valve. The suction side of the pump or in­
take passage connects with the rear or outer com-
 10-8 Hydraulic System FE-65
partment and similarly the inner compartment lies
at the bottom of the high pressure side of the system.
The outer ends of the high pressure chamber are
sealed by O rings and the assembly is held in place
by a cover plate bolted to the rear casting.
(b) Operation - When the valve slides forward
(see Fig 6), its inlet slots pass within the suction
chamber so that the constant running pump may
draw on the oil supply and deliver it to the lift
cylinder to raise the lower links. In this position the
valve keeps the discharge chamber closed so that oil
cannot escape back to the sump.
With the valve positioned centrally (see Fig 7),
both the inlet and outlet slots are outside their re­
spective chambers, the oil is therefore Jocked in the
system and the lift piston and lower Jinks remain
stationary.
When the valve slides rearwards (see Fig 8), the
suction chamber remains closed, but the outlet slots
are brought within the discharge chamber, permitting
oil thereby to drain into the sump from the lift
cylinder and the lower links fall.
The rate at which the oil drains away, is of course,
proportional to the area of the slot within the cham­
ber, which is dependent on the amount the valve is
withdrawn. Added to this the second and larger pair
of slots (see Fig 9), begin to be exposed as the valve
moves progressively rearward, the rate of drop there­
fore accelerates abruptly when these two also pass
within the discharge chamber. The fast rate of
dumping thus provided is a distinct advantage with
various implements as will be apparent, but this
arrangement is not connected with Overload Re­
lease which is obtained when the valve is thrown
right forwards until the even larger inlet slots of
the valve just enter the discharge chamber to jettison
the oil from the system (see Fig 10).
The travel of the valve is limited by a collar which
butts against the front sealing washer in the one
direction and the centre sealing washer in the other
(see Fig 9 and 10).
The valve is always biased towards the drop posi­
tion by a compression spring which operates against
a square head on the end of the valve push rod (see
Fig 11). A tapered square on the other end of the
push rod wedges into a squared portion of the
control valve bore.
SUCTION CHAMBER CHAMBER
(CLOSED) (OPEN)
. ff
Fig 8-Drop position (slow). . �\--
Four grooves in the bore of the oscillator body
receive the corners of the square head of the push
rod, which is free to slide within the cylinder against
the spring pressure. The assembly is immersed in
the transmission oil and the front of the cylinder
is closed, the clearance between the square and the
round bore in the oscillator body therefore provides
dash-pot action or dampening effect on the move­
ment of the valve.

J
!

:-
!l',.
SUCTION CHAMBER 1.
(OPEN) Sl,4CTION CHAMBER

l
(CLOSED)
Fig lr-lift position.
Fig 9-Drop po•ition (fast).

SUCTION CHAMBER
(CLOSED)
CHAMBER
(CLOSED) (OPEN)
t�
SUCTION CHAMBER
LIMIT STOP
Fig 7-Neutral or cut-off position. Fig I 0-0verload release position.

Further. the head of the push-rod in the grooves
of the oscillator body transmits directly to the valve
the oscillating movement imparted to the body as
described hereafter.
(4) The osci]]ating mechanism - To keep the con­
trol valve responsive and free from sticking a valve
oscillating mechanism is incorporated (see Fig 12)
and functions as follows:
(a) The oscillator body, supported at each end in
the pump front and rear castings. is free to rotate
and has a rocker arm encircling its centre secured
by a set screw.
(b) The arm of the rocker is joined to a cam
follower, which rides one of the pump eccentrics
as the drive shaft rotates and, thereby,.driven, im­
parts oscillating motion to the rocker arm and
through the oscillator body and push rod to the
control valve.
It must be realised that the finest of working toler­
ances are used to ensure extreme accuracy in the fit
of the control valve in the bore of the sealing washers,
the importance of using only clean oil in the tractor
transmission will therefore be appreciated. Addition­
ally, magnetic type drain plugs for the transmission
oil provide a measure of protection.
(5.) Control valve operating linkage and mechan­
ism - The connection between the valve and its
operating linkage is made by a hemispherical ended
push -rod which is attached at the rear to the control
Fig I I-Hydraulic pump showing control valve assembly .
..1...
FE-65 Hydraulic System 10-9
valve actuating lever pivoting at its centre on a rod
protruding from the rear of the pump (see Fig 11).
From the top end of the valve actuating lever the
mechanism divides into two separate and independent
series of linkages which terminate at two levers work­
ing side by side against a common roller on the end
of the valve actuating lever as shown inset (see Fig 11).
The control valve can therefore be operated through
its three positions - lift, cut-off and drop by means
of two separate systems each of which is controlled
both manually and automatically.
Manual operation is effected by the separate hand
levers, the Automatic source of control is provided for
one system by a cam which rotates with the lift shaft
as the lower links rise or fall; and for the other system
by the draft reaction of the implement through the top
link measured by a control spring.
Before continuing with the description of the control
valve actuating linkage it may perhaps be advisable
first to examine the purpose and operation of the con­
trol spring as explained later in this group.
4. VALVE LINKAGE
This section explains in detail the operation of the
two valve linkages.
System A comprises lift and drop - position and
response control (see Fig 13 and 14).
 10-10 Hydraulic System FE-65

'
OUTLEY
VALVE �PRING

' I

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'":}

• _.,INlE.T
VA"LYE SPRING.

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tt:·�:·�
1,;

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"f
:��:.:�:�t "i
·\: ,_;\?t?t:': \
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i
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'. •�•:.-·t,L · -,:':,1;.;,;;.

,;

Fig 12-Section through pump showing oscillating mechanism ond valve chambers.

The main components of this system include an When the tractor linkage is raised by fairly slow
eJJiptical position control link (A) pivoting at the top upward movement of the operational lever through
and having at the bottom two rollers - one (B) in the position control range, the resulting forward move­
contact with a cam on the ram arm, the other (C) ment of cam (D) is just sufficient to maintain the
in contact with a position control differential cam control valve in intake since it (cam D) is subject at
(D). This cam is jaw shaped at one end to accom­ the same time to the rearward motion of link (A)
modate a roller (U) on the shaft of the operational due to the same time to the rearward motion of link
lever and pivots at the other end on a vertical lever (A) due to the changing position of cam (H) on the
(E). which, in turn, pivots on a spring loaded guide· ram arm as the linkage rises. Thus, the position of the
rod (F). The lower end of the lever moves in a slot control valve is maintained by the combined move­
in a support brackec and is in contact with the roller ments of the operational lever and cam (H) acting in
at the top end of the valve lever (G). unison.
With -the operational lever at the top of its quadrant, If the operational lever is moved upwards fast enough
the control valve is maintained in the mid or neutral: to over-ride the rate at which cam (H) turns, the lower
position by the vertical lever (E) holding back the valve end of vertical lever (E) comes into contact with the
lever (G) against the force of the spring loaded valve. end of the slot in the lever support bracket. In these
This same force always tends to pivot vertical lever circumstances further forward movement of cam (D)
(E) about the guide rod and thus move cam (D) back is absorbed by the compression spring on rod (F), lever
against the roller (C) on control link (A). (E) pivoting about its lower end until such time as
To ensure a quick reaction of the hydraulic system, cam (H) rotates sufficiently to allow link (A) and cam
to changes in the position of the operational lever (D) to shift rearwards and return the guide rod pivot
the various· components are so arranged that full co its normal position, lever (E) will then return control
travel of lever (E) and hence that of the control valve valve to neutral in the usual manner.
is effected by a comparatively small movement of the
operational ]ever. To Lower the Links
The purpose of the compression spring on guide rod ]f the operational lever is moved forward within
(F) is to absorb movement of the operational lever the position control range (see Fig 14). the roller (U)
in excess of that necessary to produce full travel of the on the operational lever shaft lifts cam (D) and allows
control valve. it to ride up the rollt:r (C) on link (A) under the

. ::-
 FE-65 Hydraulic System 10-11
action of the control valve compression spring. In
doing so the cam (D) moves rearwards and enables
the lower end of the vertical lever (E) to pivot for­
ward about the guide rod (F) and the control valve
to move into the drop position. As the oil drains from
the lift cylinder the ram arm moves forwards rotating
with the lift shaft and cam (H) is pushed against roller
(B) on link (A) and moves it forward against cam (D).
The latter moves in the same direction since it is in
contact with the roller (C) on the link (A) and, in so
doing, pivots the end of vertical lever (E) to move the
valve to neutral. This sequence of action occurs when
the operational lever is moved forward and stopped
in the position control range.
The lower links follow at all times the position of
the lever in its quadrant and the speed with which
it is moved.

Response Control
A Position control link
B Roller
When the operational lever is moved out of posi­
tion control into response control (fast), cam (D)
t
C Roller
D Position control differential com continues to move rearwards and up the roller (C)
E Position control lever G 1- and allows the control valve to assume the full dis­
_,
F Spring loaded guide rod
charge or drop position.
1.U
G Valve actuating lever
z
H
·J
Com-ram arm
Eccentric roller
Continued movement of the operational lever to­
K Differential com protrusion wards the slow response setting lifts cam (D) to bring
S Control lever stop protrusion (K) on its forward end in contact with an
T
0
Control lever stop
Roller
eccentric roller (J) on vertical lever (E). Thereafter,
cam (D) and vertical lever (E) works as a solid bell
Fig 13-Respons& and position control (transport shut off!.
crank .lever free to pivot on the guide rod, cam (D)
being lifted out of effective contact with roller (C).
Once this stage is reached further movement of the
operational lever effects a reverse action of the valve
lever (G) to move the valve inwards and brings about
a progressive decrease in the area of the control valve
outlet slots within the discharge chamber of the pump.
Vertical lever (E) thus becomes an adjustable stop or
abutment regulating how far actuating lever (G) can
move the control valve into the drop position, thereby
establishing the rate at which the oil can drain from
the system.

To Raise the Lower Links

Understanding of the foregoing should make it
obvious that return or upward movement of the opera­
tional control lever from slow to fast response, moves
the control valve outwards to full discharge (see Fig
15). When the operational lever reaches the lower end
of the position control range it forces cam (D) down­
A Position control link wards and rearwards against roller (C), reverses the
B
C
Roller
Roller
movement of vertical lever (E) and moves the valve
D Position control differential com G to lift.
E Position control lever If the operational lever is now left in a fixed posi­
F Spring loaded guide rod
G Valve actuating lever
tion, rotation of cam (H) on the ram arm, as the lower
H Cam-ram arm links rise, allows link (A) and cam (D) to move rear­
J Eccentric roller wards due to the force of the control valve spring and

r
K Differential com protrusion
...l..
U Roller the valve itself to shift into neutral. Thus a position
control setting for a given position of the operational
Fi_g I 4---Response and position control (drop). lever is established.
 ,�
10-12 Hydraulic System FE-65
(:
rod (N) and operates valve lever (G) to move the con­
trol valve to neutral. Once the valve attains the t

r
neutral position further penetration of the implement f.;r
is prevented, the implement draft balancing the degree

t
of control spring compression necessary to centralise �-
Ji
the valve. Should, for instance, surface undulations
cause a temporary increase or decrease in working
r:
depth and therefore in the compression force against
the control spring, the position of cam (L) will alter
to move the control valve into intake or discharge to
re-establish the original draft setting. ..
'.'�
To make the implement work deeper the draft ,

control lever is moved forwards to lower the position �;�

of the roller (V) secured to its shaft. This causes cam - 1

(L) to drop and move rearwards, the roller (P) to
t),-
A Position control link
[....
B Roller
assume a new position further up cam (L), the control

·::.-
C Roller
valve to go into discharge and the implement to lower. �
r,,;-�
D Position control differential cam
E Position control lever The effect of this action is to increase the forward
F Spring loaded guide rod G
G Valve octvoting lever travel of control spring plunger (Q) necessary to move ·�

cam (L) sufficiently to return the control valve to

(;,·.
I
H Com-ram arm
J Eccentric roller neutral. The implement will continue to gain depth
K Differential cam protrusion ..
U Roller until enough draft is produced to provide the neces­

' t�·'.{
sary extra compression of the control spring to move
the rod (0) the required amount. When this occurs
Fig 15-Response and position control (lift). . f,.
a state of balance is once again established. The action
is repeated each time the draft control lever is moved
further down its quadrant. . .r.,··.
Movement of the operational lever to the top of A reverse action takes place when the draft control ;/'.:.:
its quadrant moves the valve into intake and when lever is pulled back slightly to effect a decrease in '�{
1; -
maximum rise of the lower links is approached rota­ implement depth. Cam (L) is lifted by the roller (V) ·. :-;,'
tion of cam (H) and consequent rearward movement on the draft lever shaft and, owing to the position of ;· ,.
of cam (D) returns the control valve to neutral to roller (P), moves simultaneously forwards to pivot lever ·,-,
�- ,1

effect pump cut-off. (M) and moves the control valve to intake. Implement
System B - Draft Control and Overload Release
The chief components of this second system are
arranged side by side with those of System A and
comprise (see Fig 16), a draft control differential cam
�
(L) secured to a vertical lever (M) free to pivot about
l __/.
guide rod (N) and able to at its bottom end to come
into contact with the valve lever (G). The rear end of .··,·_.·
cam (L) is jaw shaped and rests on a small roller (V)
secured to the shaft of the draft control lever. A sec­
ond roller (P) on the forward end of the draft control
rod (0) is in contact with the lower inner surface of ; N
the jaws. A supporting linkage prevents vertical move­
ment of roller (P) by the force of the spring-loaded
control valve acting through the levers (G) and (M).
Let it be assumed that a suitable implement is
attached to the tractor and that the operational lever
has been moved forward into the response range, thus
lowering the implement to the ground. The control
valve will be in the discharge position. If the tractor 1
!)
Valve actuating lever
Draft control dlfferenllol com
is driven forwards the implement will gain depth and M Draft control vertical lever
automatic draft control will come into operation in the N Spring loaded gu;de rod
0 Draft control rod
'1
following manner: P Roller
Implement draft pressure against control spring Q Contr-ol spring plunger
plunger (Q) moves control rod (0) forward and pivots R Sell-locking adjustment nut
V Roller
cam (L) forwards about roller (V) on the draft control
lever shaft. This action pivots lever (M) about guide Fig I b-Proft control, xerQ draft (lever on seclor marks).

p '
G Valve actuating lever
L Draft control differential cam
M Draft control verlicai lever
N Spring loaded guide rod
0 Draft control rod
P Roller
Q Control spring plunger
R Self-locking adjustment nut
V Roller
Fig 17-Draft control [compressive force in top link).
working depth is immediately reduced and likewise
the compression of the control spring. The draft control
rod (0) and roIIer (P) move to the rear as does cam
(L) and the control valve returns, once more, to neutral.
Overload Release
Overload Release (see Fig 19). operates when a
compression force of 2,000 lb in excess of the normal
. draft load is transmitted through the control spring.
,When this happens rod (0), roller (P) and cam (L)
move forwards sufficiently to move the control valve
through the lift position until the inlet slots enter
the discharge compartments. The larger inlet slots
ensure an immediate and rapid discharge of oil from
the ram cylinder.
The fact that overload release always operates for
a force of 2,000 lb in excess of the prevailing draft
load against the control spring ensures equal protec­
tion for implements developing light or heavy draft.
With a light draft implement producing a compres­
sion load of 500 lb through the control spring. over­
load release is actuated for a total load of 2,500 lb.
the corresponding figures for an implement of heavy
draft could be 3,000 lb and 5,000 lb. For an implement
developing a tension load of 1,000 lb against the control
spring, overload release takes place when the load is
reversed into a compression one of 1,000 lb.
The foregoing characteristics of the overload release
system are due to the respective positions assumed by
cam (L) and roller (P). (see Fig 20). With an imple­
ment operating under draft control the position of
roller (P) is governed by the degree of control spring
compression in turn dependent upon the amount of
draft. Independent of the location of roller (P), by
a combination of the position of the draft control lever
FE-65 Hydraulic System 10-13
N
0
cs:u:;� .. ��-�
I
I
[
Ml
I
(
G Valve actuating lever
� G� '
L Draft control differential cam
M Draft control verti<al lever
N Spring loaded guide rod
0 Draft control rod
P Roller
Q Control spring plunger
R Self-locking adjustment nut
V Roller
fig I 8-Droft control (tension force in lop link).
and the natural bias of- the cam (L) rearwards, the
necessary degree of forward travel of roller (P) to
move the valve from neutral into overload release
never varies.
In practice, cam (L) functions as a link of variable
length that automatically adjusts itself to alterations in
the distance between roller (P) and the top of lever
(M) when the valve is in neutral and thus establishes
a constant value for the amount of control spring de­
flection to achieve overload release.
The compression spring fitted about guide rod (N)
absorbs movement of lever (M) under overload shock
forces in excess of those necessary to move the control
valve into overload release to the full extent of its
available travel. Under these conditions damage to
the valve and control members is prevented by a for­
ward pivoting action of lever (M) about rear end of
slot in support bracket and resulting compression of
the spring.
5. CO-ORDINATION OF SYSTEMS
It will now be .realised that the positioning of. the
two hand levers must be co-ordinated to ensure that
the two systems work in harmony without the func­
tioning of the system operative being adversely affected
by the other.
Consider therefore the correct positioning of the
control levers for the foJlowing.
(a) Draft control.
(b) Transporting an implement.
(c) Position control.
(d) To operate external hydraulic equipment.
10-14 Hydraulic System FE-65
M-
G Valve actuating lever
L Draft control differential cam
M Draft control vertical lever
N Sp:ing loaded guide rod
0 D:aft control rod
P Roller
Q Conlrol spring plunger
R Self-locking adjustment nut
V Roller
Fig 19-Draft control (overload release).
NOTE: The differential cam and roller elements
operated by the hand levers as described, simply con­
stitute links of variable length which are adjustable to
suit the changing distances between the internal link­
ages and the control spring plunger on the one hand
and the position control cam on the other. For the
purposes of simplifying the following explanations
and illustrations, these elements. are treated. as straight
forward link rods.
Draft Control
The control valve must be responsive to fluctuating
draft forces acting against the top link and be un­
influenced by the rotation of the position control cam
on the lift shaft.
( I) System A - The Operational Lever must be out
uf the position control range so that the cam on the
lift shaft has no influence on the position of the control
valve. The Operational Lever will, therefore, be in
che Response sector of its quadrant a::; required, and
then system A lever (see Fig 20), as already explained,
becomes an adjustable stop regulaling how far the
valve ac.:tualing lever can move the control valve into
the drop position, thereby establishing the rate of fall.
(2) System B - Draught control lever position:
(a) For a compression load against the top link,
e.g. normal ploughing and cultivating. When the
draft control lever i� at the sector marks on its
quadrant, system B lever is ·at full drop, but the
draft force against the top link would simply have
to be suffic.:ient to move the control valve from full
drop Lo cut-off, which would be effected as soon as
the i mplemcnt started to penetrate.
The draft control lever must therefore be moved
forwards from the sector marks setting to move the
controi rod away from the control spring plunger
(see Fig 20). The gap created between the two must
then first be closed before the forward thrust of the
plunger can reach the control rod to alter the posi­
tion of the control valve.
Meanwhile the implement is penetrating. The
amount the draft control lever must be moved and
the width of the gap is, of course, proportional to
the draft or depth to which the implement is re­
quired to penetrate, before penetration is arrested by
the valve being moved to cut-off.
(b) For a tension load on the top link, i.e. light
draft with a heavy implement.
A tension load on the top link draws the control
spring plunger rearwards away from the control
rod (see Fig 24 (c)) separating the two so that if
operated under these conditions, the implement
would penetrate until the draft force against the top :-r.
;;',-
link was sufficient to take up or balance the im­
plement weight, closing the gap between the control
rod and plunger, and then move the control valve
to cut-off. Meanwhile the heavy implement would
have penetrated beyond the light draft or depth
required.
(For a tension load therefore the draft control lever
must be moved rearwards from the Sector Marks to
reduce the gap between the control rod and control
spring plunger to an amount proportional to the depth
at which the implement is required to operate).
Rate of response
Although system B lever is at full drop, the roller
on the control valve actuating lever (except when
fast response is operative) is resting against system A
lever, which may be restricting the travel of the control
valve so that only a portion of the control valve narrow
outlet slots are exposed. This should be the case
if the depth of a heavy implement is being corrected,
otherwise a heavy implemenl would tend to penetrate
too quickly and deeply before penetration could b e
arrested.
mru.-S-•OWT CO<TIIOI
LEYllt ·POSlllOH ACCOROIHG
10 OlPTH l[0\JllE0
COIITIOl 100
1,--mrtM&"UVEQ
I Al fUlLD�
I
r.omro. VALVE
Fig 20-Dmft control.

Conversely with light implement greater travel into
the drop position must be allowed so that a larger
-control valve slot area may be uncovered. The rate
·of fall of a light implement can thereby be made to
equal that of a heavier implement according to require­
ments - the slot area exposed compensating f.or the
weigh·t.
When the implement is raised the rate of lift is less
-dependent upon the weight since the pump ·delivery
rate for a given intake is substantially unaffected by
-changes in oil pressure occasioned by differences in
implement weight. Hence, there is no need for adjust­
able limiting of the valve travel in the lift direction.
Transporting an Implement
The control valve must be moved to lift to raise
the implement and then, when maximum height is
reached, be returned automatically to cut-off (see
Fig 21).
(1) System A - The operational lever must be pull­
ed to the top of its quadrant to move the control valve
to lift. As the lower links reach maximum height the
valve is returned automatically to cut-off by the action
•of Lhe position control cam rotating with the lift shaft.
(2) System B - The draft control lever should
ideally be at the bottom of its quadrant so that the
-control valve actuating mechanism of this system is
well out of range should the implement weight bounce
.against the the top link during transport over rough
ground.
:Position Control
The implement must rise or fall to a selected posi­
tion according to the height or depth at which it is
required to operate.
(1) System A - The operational lever must be
situated in the Position Control range, selecting the
interval between the roller (shown X, Fig 23) and
the position control cam. The lower links will faith­
fully follow the position of the lever in its quadrant
- when the selected height or depth is reached, the
return of the control valve to cut-off will be effected
by the action of the cam rotating with the lift shaft.
(2) System B-
(a) Soil-engaging implements - The draft control
]ever will normally have to be situated at the bottom
of its quadrant, i.e. at the limit of the draft control
range. This will ensure that the draft control system
cannot interfere. with the established position of the
lower links unless the <lraft force against the top
link reaches a thrust equivalent to maximum draft.
If this happens, position control will be overridden
and the control valve moved to lift by the draft
control system.
(b) Non-soil-engaging implements - If there are
no draft forces to be considered the draft control
]ever may be situated at or anywhere helow the
sector marks.
..l.
FE-65 Hydraulic System, 10-15
To Operate External Hydraulic Equipment, or to
Discharge the Hydraulic System Safety Relief Valve
(Without Holding Down the Lower Links)
When the lower Jinks have reached maximum height
the control valve must still remain in the lift position
(see Fig 24).
(1) System A - The operational lever should in
most cases be out of the position control range - so
that the control valve is not influenced by the position
control cam rotating with the lift shaft.
(2) System B - The draught control lever must
be moved appreciably above the sector marks on its
quadrant, sufficiently in fact to shift the control valve
from the drop to the lift position.
There are no draft forces active at the top link to
affect the control valve and no automatic return to
cut-off by the position control cam, the control valve
therefore remains in the lift position.
When the lower links reach maximum height the
oil pressure operates the external auxiliary - if con­
nected - or otherwise discharges the relief valve. When
the draft control hand lever is lowered the control
valve will be moved to drop and oil will drain from
the auxiliary equipment at a rate established by the
position of the operational lever in the response sector
of it'> quadrant (see Raising and Lowering the Imple­
ment at the end of a Furrow).
Outlets are provided on the lift cover for connect­
ing auxiliary hydraulic system� to be operated in this
manner.
6. CONTROL SPRJNG
The control spring measures the draft reaction on
the implement through the top link and the expansion
lnlEM 1f WEil C.EAA
If ltoll'UMENT 80U
MAINS! TOP LI
·1
SYSTEM A LEVER MOVm 10 MAX, LIFT -
I05IIICN Will 8! REMNEO TO N[UllAl
Br COffllOL YAM ll'IJN6 PRESSURE
AS laUR X RIDEi DOWN 5U2fACE -IYSIEM ·g· LEVER
Of l'OIITION CONTROL CAM WITH
lAl�NG Of UIT AlM�
AT fU!l OIIOP.
0
.CDNll« VJJ.\'£
lllllltG P'flSI.M:.
COHTIIOL VALVE
Fig 21-lmplement lran,port position .
10-16 Hydraulic System FE-65
5Y5l!M 'a' m£fFECIIV!
UHl[IS MAXIMUM
DRAIIII R[ACHED.
SYSIEM"il.Ml
IJ IL\L llROI' B(HIHD
lYSTEMX l!Vlt
• CONIIOI. VALVE
m SIQJNG PR!SIUIL.
CONTROi. VAIYE.
Fig 22-Position control.
or contraction of this spring translates the changes
to the hydraulic system for appropriate adjustment
to maintain the selected depth as described.
The control spring is enclosed in the hydraulic lift
cover (see Fig 3), and is double acting, this meaning
that it reacts when subjected to the tension loads as
well as the compression loads against the top link. (See
Fig 24 (a), (b) and (c). The advantage of this important
feature is that heavy implements, which weigh exces­
sively on the top link still remain within the range
of influence of the hydraulic system even when
operated under light draft at shallow depth. Without
this arrangement a balance spring would have to be
fitted between the implement and tractor to balance
the overhung weight of the implement and so provide,
under all operating conditions, a compressive force in
the control spring.
Furthermore, in the transport position, the overhung
weight of any implement floats on the control spring.
which cushions shock loads over rough ground.
NOTE: It should be realised that exceptionally heavy
overhung implements, which under working conditions
produce a tension load on the top link greater than
1000 lb would require o balance spring.
7. LINKAGE AND IMPLEMENTS
The tractor is supplied fitted with ball ends at the
upper and _lower links suitable for the fitting of
Category l unplements, and the drawbar is suilable
for fitting to the Category l link ends. An alternative
set of ball ends and a drawbar for the fitting of
Category 2 implements are available as an accessory.
110 DRAfT
f()Q(f AT
TOP LINK
SYSl!M "ti. UV!R
UNBIASED BYPOIITION
COOIOI. CAM OR
CONTROi. V�V( SPl!IN<.
BUT WlRHIHG 110W
FAR VALVE LE'ltl W
TRAV!L TOI/AIDS DroP
POIITIOII WIUH !IUQJIP.
IS LOW!RID DR tl!A!HfO.
LIFT
VALVE AC:Tl.lATING
LfVfR
CONTROL VALVE
• SPRING PRESSURE
COIITROL VALVE
Fig 23-0perating external equipment, or discharging relief valve,
!without holding down the lower links).
(I) Upper link - The top link is of the barrel
turnbuckle type and is adjustable in length from 24"
to 30''. It attaches at its forward end on to the
control beam, and converts the draft of the implement
into a forward thrust against the control spring in the
hydraulic lift cover. The control beam it attached at
the upper end to the top link yoke, and at the lower
end to the check chain anchor brackets in a rubber
block which permits both angular and vertical move­
ment of the beam. Two alternative points of attach­
ment are provided for the top link, the upper being
most commonly used. The lower can be advantageous
where increased sensitivity is required but should not
be generally used, owing to the departure from the
optimum linkage geometry.
(2) Lower links - The lower links incorporate a
spring loaded pivot near the implement ball ends
which facilitates the attachment of implements to the
tractor.
(3) Fitting Category 2 Implements - When fitting
Category 2 implements, a minimum rear wheel track
of 56" is recommended as there is some risk of fouling
the rear wheels at 52" track. The check chains must
be set to the outer of the two holes in the check
chain bracket to afford additional check chain length.
(4) Drawbar - The adjustable drawbar is mounted
to the tractor (see Fig 25), with the stay assemblies
attached to the long hitch pin on the rear axle casing.
With the stay assemblies fitted, it is essential that
the hydraulic lift is not operated.
The higher the implement attachment point from
the ground, the greater the amount of weight trans­
ferred from the tractor front wheels to the rear wheels,
thus increasing traction.
 FE-65 Hydraulic System 10-17

anchor pin on the lower link. The end of the

stabiliser link that fits to the lower link is recog­
nisable by a link pin and chain assembly, and an
angled link stay.
(6) Swinging drawbar-The swinging drawbar (see
Fig 27), allows a wider range of trailed implements to
be used. The different settings allow variation to suit
different trailed load and ground conditions to give
the best of traction. ( See Fig 26) .
(a) Initial setting-Zero end float. The drawbar is adjustable laterally to five positions,
to a maximum of 11 i" either side of the central
position. It can be inverted or located in a forward
or rearward pivot position. It can be held at inter­
mediate heights, by the provision of an easily re­
movable locking pin located in either of two holes
in the side plates of the drawbar support bracket.
The drawbar is fixed to a support bracket, bolted
by four studs beneath the centre housing of the tractor.
A clevis adaptor is provided for bolfrag to the rear
end of the drawbar to form a clevis bitch point.
(b} Top link in compression. (7) Automatic hitch hook adaptor-This enables
the automatic hitch assembly to be used on a 65
tractor fitted to take the swinging drawbar. Fit as
follows:
(a) Remove the drawbar, leaving the support
bracket in position beneath the tractor.
(b) Place the hook retainer support assembly in
position beneath the support bracket and secure at
the front by the original front pin, and at the
rear by a special pin supplied with the kit.
(c) Locate the hook from the automatic hit_ch
assembly in the hook retainer support and secure
(c) Top link in tension.
the front end with the pivot pin supplied with the
Fig 2�Double acting control spring. kit. The hook is retained in the stowed position by
the insertion of the original hitch hook pin through
It is recommende.d that the attachment point of any the centre hole.
towe.d implement is so adjusted that this weight (d) Remove the tractor pto shield and fit the
transference provides the maximum traction at the rear remaining components of the automatic hitch
wheels while still retaining sufficient weight on the assembly in the normal manner. (See Fig 28).
front wheels for efficient steering.
NOTE: Some positions of the hexagon nut securing
the link stay anchor pin may foul the drawbar stay;
it should be turned to afford clearance.
(5) Stays and stabilisers-When using the drawbar
for certain trailed implements, ( such as the clevis hitch
trailer), both stays and stabiliser should be used.
In cases where the lateral float of the implement
is a design feature of its operation, stabilisers should
not be fitted. The No 738 tiller and No 793 mould­
board plough, are examples of this type of implement.
The stabiliser links, which are adjustable, are fitted
as follows:
(a) Fit anchor bracket assembly to underside of
fender bolts.
(b) Fit anchor pin through larger diameter of
the two adjacent holes in the anchor bracket.
(c) Fit stabiliser link to link stay anchor pin of
the anchor bracket assembly.
(d) Suitably adjust the stabiliser link to the re­
quired h�ight and fit the free end to the link stay Fig 25-The �rawbar.

7
I
10-18 Hydraulic System, FE-65
Lubrication points arc provided for the lift rod
t_hread and the levelling lever gear assembly and require
c;laily attention. It is important that no grease or oil
is applied to linkage ball joints.

8. ADJUSTMENTS

It is strongly recommended that, whenever the

hydraulic system functions unsatisfactorily and the
'cause is not readily apparent, the system adjustments
·are checked carefully and systematically, in order,
proceeding as follows:
Detach the implement from the tractor, place the
lower links fully down and the quadrant levers at their
respective sector marks on the quadrant,· ie, the
operational lever at fast and the draft control lever
between the two dots.
To Set Control Spring
( 1) Check the control spring ( see Fig 29), (91)
for end play. This may be caused by having the re­
tai°'er nut either too loose or t90 tight, or it· may
be present in the control spring assembly itself. If
end play is apparent, remove the two special cap
screws (90) from tl).e hydraulic lift rocker link, loosen
the socket screw Y in the side of the housing (see
Fig 30), remove the retainer nut ( 92) and slide
the control spring assembly out of the housing. Then
check for end play and, if necessary, tap out retainer
pin (95) and turn the top link yoke (96) on the plunger
(97) until the assembly is snug but the spring can
still be rotated by finger pressur�.
Fig 27-Swinging drawbar.
(2) Instal retainer pin (95) and replace spring
assembly after making sure that the overload disc
(94) is correctly positioned at the front end of the
cylinder. Screw in retainer nut (92) until there is no
end play-remember that having the nut too tight or
too loose will cause end play-tighten socket screw Y
(see Fig 30) and refit rubber boot (93).
Do not tighten socket screw Y ( see Fig 30) above
5-6 ft/lb, if overtightened the internal lead ball will
spread around the thread of the retainer nut and
subsequent removal of the nut will be difficult.
(3) Remove right-hand inspection cover and check
that the movement of the control valve and its actuat­
ing linkage is satisfactory. Any binding or restriction
must first be rectified before the following adjustments
are made.

GENERAL OIMENSIONS OF DRAV18AA

END ANO CLEVIS ADAPTOR.

I,.
llo
""0CiAOi.1"0

Fig 20--Swin9ing drowbor adjustments.


To Adjust Control Levers and Eccentric Cam
Use a punch or chisel to wedge the control valve
actuating lever to the rear away from the vertical
levers (E and M), (see Fig 30). Remove lift cover
assembly (see separate instructions). Loosen the re­
tainer nut of the small eccentric cam (J) on the
vertical lever (E) and move the cam out of contact
with the cam arm (D). Then proceed as follows:
(1) Operational lever E-Place the quadrant levers
at their sector marks and the lift arms in the fully
lowered position and then check the adjustment of
the vertical lever (E) by means of. a spring balance.
(See Fig 30). The adjustment is correct when 3 lb*
!s required on . the end of the lever to spring it just
mto contact with a .002" feeler held in the front of
the slot in the lever support bracket. When the feeler
is removed after the adjustment is completed it will
leave the vertical lever in the c9rrect degree of light
contact with the front of the slot. Any adjustment is
made by the self-locking nut on guide rod (F). If the
lever can be pulled against the feeler at the end of the
slot without any pressure, the nut on the guide rod
(F), should be loosened. If the nut is too loose, more
pressure than specified will be required to force the
lever against the feeler and the nut should be tightened
to the proper adjustment. Do not be confused by the
fact that adjusting the nut brings the lever nearer or
further away from the slot end.
*NOTE: 3 lb equals the force by the control valve
spring when the assembly is in the tractor.
(2) Adjustment of eccentric cam I-With the
quadrant levers still at their sector marks and the lift
arms in the fully lowered position. and maintainino
the 3 lb pull on the operational lever, rotate the small
eccentric cam (J), (see Fig 30) into firm contact with
the cam arm (D) and tighten the Jock nut to the
5-6 ft/lb, taking care not to rotate the cam at the
. links.
Fig 28-Automolic hitch hook in position.
!
I
_!_r
FE-65 Hydraulic System 10-19
same time. Check this adjustment by moving the
operational lever down from its sector mark into the
response range, as the lever leaves the fast position,
the bottom of the vertical lever (E) should begin to
move to the rear.
(3) Draft control lever M (see Fig 30) - With the
quadrant levers still at their sector marks and the lift
arms in the fully lowered position, check the adjust­
ment of the vertical lever (M) by means of the spring
?alance and feeler (see under Operation Lever) adjust-
mg by the self-locking nut on guide rod (N).
(4) Remount Ji.ft cover assembly, see separate in­
structions, and remove the wedge to release the valve
actuating lever.
(5) Control valve actuating lever-:-With the quadrant
levers at their sector· marks, check the adjustment of
the valve actuating lever. The self-locking nut on the
end of the rod from the pump carrying the lever
should be adjusted so that there is light contact
between the ends of the vertical levers and the roller
on top of the valve actuating lever.
Replace the inspection cover as this completes the
internal adjustments.
To Adjust Lift Shaft
The cap screws in the ends of the lift shaft should
be tightened until after lifting the lower links
hydraulically, they will just fall under their own weight,
when the operational lever fa pushed forward to fast
response drop position.
If the cap screws are tightened too tight this will
cause the hft arms to bind which will cause erratic
1
aotion of the hydraulic system. After adjustment bend
the clips over the heads of the cap screws to lock
them into position.
To Adjust Transport Shut-off and Response Limit Stop
Before makine� these adjustments observe the
following:
(1) Transmission must be filled with oil.
(2) A load of 850 lb or a Ferguson implement of
equivalent weight must be attached to end of lower
(3) Pump must be running.
(4) Draft control lever lo be at or below sector
marks.
(5) Make sure that the lower links and check chains
are filled correctly.
(6) Raise and lower linkage several times to expel
air from system.
To Adjust Transport Shut-oli
Remove long hit.ch pin from centre housing and
insert a length of i" rod. Start the tractor and raise
the operational lever until a distance of 11.8" is ob­
tained between the centre of the rod and the centrr.
 10-20 HyclrcwJic System FE-65

·rtJ
:f\;s;�

fig 29-The control spring (sectional view).

90 Special socket screws 93 Rubber boot 96 Top link yoke

91 Control spring 94 Overload disc stop 97 Plunger
92 Retainer nut 95 Retainer pin 80 Draft control rod

pin in the lift arm. Ma.ke this measurement accurately
and if desired a chisel mark may he made on the lift
arm and the lift cover housing to be used as an index
mark for possible future re-adjustment. Tighten the
transport shut-off stop in contact with the rear edge
of the lever at this position.
To Adjust Response Limit Stop
Loosen the response limit stop and move the opera­
tional lever carefully forwards through the response
range until the lower links begin to rise. If it is not
possible to achieve this condition, recheck the adjust­
ment of the eccentric cam.
Next, bring the operational lever rearwards until
the lower links take five seconds to fall (oil temperature
90°-100° F SAE 40 oil) and Jock the lower stop in
contact with the lower edge of the lever at this
position.
To Adjust Drawbar
The height of the drawbar is governed by the length
of the stay_ assemblies, and the normal setting of 19¾"
above the ground is obtained when the notches marked
on the two sections of each stay assembly are in line.
Various heights may be particularly suited to different
pull-type implements.
9. DISMANTLING AND RE-ASSEMBLY ...
'""--;-'
'T�! '
;·.;., _,·;,.•
To Remove Lift Cover and Pump
(1) Drain transmission oil (6.6 Imp gal).
(2) Remove the tractor seat, oil transfer cap (5 I),
(see Fig 32) and stand pipe (52). Note the O ring
(53) at each end of the stand pipe which seals it at
the pump and at the transfer cap.

To Adjust Control Lever Friction Washers

The quadrant friction washers should be adjusted
so that the quadrant levers work smoothly and easily
and will still hold their position on the quadrant. These
friction washers should not be lubricated with any
type of oil or grease. If excessive binding occurs the
quadrant and washers can be coated with dry or
colloidal graphite to prevent them from binding on
the quadrant. They should then be adjusted so that
the quadrant levers work smoothly when a pressure
of 3 lb + ¾ lb is applied to the lever. Fig 30--Setting the hydraulic system levers.

(3) Remove the screws from around the lift cover
flange. Remove right-hand inspection cover and wedge
the control valve actuating lever lo the rear away from
the vertical levers. Disconnect the lift arms and remove
the lift cover (54) and carefully place the assembly
upside down on a bench.
(4) After removing split pin, slide transmission
coupler sleeve forward and lift out the rear drive shaft
and coupler. Remove the three screws securing the pto
bearing retainer to the rear of the centre housing and
withdraw the pto shaft about l". The shaft may resist
slightly since the bearing is removed with the shaft.
(5) From each side of the centre housing remove the
dowel assemblies, which prevent the pump from rotat­
ing, and lift out the pump.
To Dismantle Pump
(1) Remove split pin (4), (see Fig 31) and withdraw
front coupling collar (5).
(2) Remove the lever assembly adjusting nut (6) and
remove the lever assembly (7). Remove upper guide
(8) held by screw on lock washer, remove four screws
(9) on lock washers securing control valve lever guide
bracket (10) and end plate (11). Extract control valve
(12) with rear sealing washer (13) and outer washer
(14), low pressure spacing bush {15) and centre sealing
washer (16). Keep washers in order of removal as it is
desirable for each to be replaced in its original position.
(3) Remove the locking wire, set screw {17) and
snap ring (18) and withdraw the oscillator body
.assembly (40) towards the front of the pump; then
. remove the high pressure spacing bush (19) with two
'·o rings (20) and (39) and rear sealing washer (21).
To dismantle oscillator body assembly (40), carefully
. ,extract circlip (41) and allow push rod (42) and spring
(43) to emerge followed by retainer disc (44). Extract
circlip (45) from the front end of the bore.
(4) Punch mark both valve chamber assemblies (22)
and the adjacent portion of the pump front or rear
casting (23) or (24) to identify their correct positions
on re-assembly.
(5) Remove the four retainer screws (25) and
separate the pump assembly comprising front and
rear castings (23) and (24), piston units (26), earn blocks
(27) and (28), valve chambers (22), oscillator rocker
(29) with follower (30) and pump drive shaft (31).
Note that the cam blocks (27) and (28) are not
interchangeable, the front cam block (28) has a
shoulder whereon the oscillator follower (30) rides.
To remove the valve assemblies from the valve
chambers:
After removing the circlip (32) thread a small screw
into the tapped hole in the valve chamber plug (33) and
pull on the screw. Note the following about the valve
chambers, the valve chamber plug is sealed in the bore
with an O ring (34); the valves (35) and (36) are self­
centring on the valve seats with no centre valve guide,
however, the inlet valve (36) is supported on an ex­
tension of the outlet valve stem (35).
Note also the O rings which seal the oil passages.
i
7
.l.
FE-65 Hydraulic System 10-21
To Re-assemble Pump
(1) Re-assemble the valve chambers and replace
sealing plugs (33) with O ring (34) and snap rings (32).
(2) Place the cam block with the shoulder (28) and
cam follower (30) on the front eccentric of the drive
shaft (31) so that the follower is between the cam
blocks with the arm extending towards the bottom
of the pump. Place the remaining cam block on the
other eccentric.
(3) Place piston units (26) on the cam blocks with
the bevelled ed1ges outwards.
If the drive shaft bronze bearing is removed from
the front or rear casting (23) or (24) the new bearing
must be inserted with the chamfered end of the bore
inwards without any protrusion, and with the oil slots
on the vertical axis. The two bearings are identical.
(4) With the front and rear castings correctly situated
and all O rings in position, mount the valve chamber
assemblies, with punch marks aligning, over the piston
assemblies, and press on the end castings located by
dowels (46).
(5) Insert four retaining screws (25) and tighten
evenly by diagonal selection to 50/55 ft/lb torque,
checking to ensure that pistons move freely in their
bores.
NOTE: Before inserting the control valve assembly
make sure that the bore in the pump and all related
parts are perfectly clean. The fit of the valve in the
sealing washers is such that any discrepancies in
assembling which result in any of the washers being
tilted will cause the valve to stick .
The sealing washers should be replaced in their
original positions and, furthermore, should never be
serviced separately without the control valve itself
being renewed. The valve and washers are supplied as
a matched set only with a working clearance of .0004"
and a lapped finish of 4 micro inches.
(6) Insert the control valve front sealing washer
(21), front O ring (20) and pressure-side spacing bush
(19) followed by the second O ring (39) in the control
valve bore of the pump. Position rear sealing washer
(13), inlet spacing bush (15) and centre sealing washer
(16) on the end of the control valve (12) and carefully
slide the assembly into position making sure that the
inlet slots of the valve are in the horizontal plane to
prevent the edges of the inlet slots from catching on
the rear sealing washer ( 13) which is floating when the
valve is returning from overload release.
(7) Insert the control valve outer washer (14) around
the rear sealing washer (13) followed by end cover
plate (11) and lever guide bracket (10), attach upper
guide (8) and tighten all fixing screws on lock washers.
(8) Re-assemble the oscillator body unit (40) with
circlip (45) retainer disc (44) followed by spring (43)
and push rod (42) held in place by the rear circlip
(41). Instal the assembly through the base of the front
casting (23), the snap ring (18) and the oscillator rocker
(29), locating the coned end of the push rod (42)
accurately against its shoulder in the r;ontrol valve bore.
 •• '.'<'

10-22 Hydraulic System FE-65

HYDRAULIC SYSTEM AND LINKAGE FAULT TABLE

ft
k--
Fault Possible Cause Attention Required

lf1�·-.
1. Implement will not raise. (a) Lift cover installed so that the (a) Instal lift cover correctly.

�\f/7
ends of the vertical levers are
behind the roller on the valve
: ;§T- ;�::�:

lever.
(b) Sticking control valve. (b) Remove inspection cover and check
valve. Remove pump, determine
cause and correct.
:-�·f��f:
• r�.;,-::.

(c) Leak in system.
.;l
�i?.J�
(c) Remove inspection cover and check ,; ,ff--'.�
system :while operating. Check for
leaks at the ram cylinder, stand
pipe, control valve, and pump side
chambers. Renew seals when
necessary to correct. ··----,. ({�'.'·.

(d) Broken, bent or damaged control (d) Remove inspection cover and deter­
linkage. mine if linkage is moving control
valve to intake when operation
lever is raised. If not. remove lift
cover and determine cause.
(e) Faulty relief valve. (e) Check valve while. operating system,
renew or adjust valv.e as necessary.
(f) Broken or damaged internal (f) Will probably be indicated by a
pump parts. noisy pump.
(g) Seized ram cylinder. (g) Remove inspection cover and check
to see if relief valve is blowing.
(h) Lift arms binding. (h) Adjust screws at each end of shaft
so that lower links will fall under '�-\
their own weight. . :. :--:,.

(i) Implement weight t00 great for

2. Implement lifts but will not
lower.
3. Jerky or uneven .lift when (a) One or more inoperative side (a) Remove pump and examine outlet
the operational lever is
raised.
the system.
(a) Sticking control valve.
(b) Damaged control valve spring.
(c) Lift arms binding.
chamber valves.
� i{f;-
(a) Remove inspection cover, check
valve. Remove pump, determine
cause and correct.
(b) Remove inspection cover, check
valve to determine if spring will put
valve to discharge. Remove pump,
determine cause and correct.
(c) Adjust screws at each end of shaft
so that lower links will fall under
their own weight.
valve seats and check for dirt or
foreign material.
 FE-65 Hydraulic System 10-23
HYDRAULIC SYSTEM AND LINKAGE FAULT CABLE - Continued

Fault Possible Cause Attention Required

4. Relief valve blows when
operational lever is raised to
the transport position.
5. Implement will not lower or
will raise when the opera-
tional lever is moved to the
lower stop.
6. Unable to obtain slow drop
when operational lever is
moved into the response
sector of the quadrant.
7. Erratic action or poor con-
trol when operating in draft
control with light pressure
or tension on the top link.
8. Draft control will not allow
implement to obtain suf-
ficient depth.
9. When operating in position
control with knurled nut set
on quadrant, implement
does not return to the same
position when the opera-
tional lever is raised and
lowered again to the stop.
(a) Quadrant stop not (a) Check and adjust stop to the 11.8"
properly
positioned. (300 mm) measurement.
See Fig 38.
(b) Check chains twisted. (b) Correct.
(c) Check chains installed in the (c) Correct.
lower holes of the anchor
brackets.
(d) Lower links reversed. (d) Correct.
(a) Stop incorrectly located. (a) Adjust Response Limit Stop.
(b) Valve lever adjusting nut too (b) Adjust valve lever, then check ad-
tight. justment of operational lever re-
sponse limit stop.
(c) The self-locking adjusting nut on (c) Adjust in accordance with instruc-
the horizontal spring guide for tions given in the text.
the position control linkage too
.loose.
(a) Eccentric cam on vertical posi- (a) Adjust eccentric· cam. ;
tion control lever not properly
positioned with respect to the
position control cam arm.
(b) Self-locking nut on horizontal (b) Adjust ·horizontal spring self-lock-
spring guide adjusted too tight ing nut first, then adjust eccentric
after adjusting eccentric cam. .. earn.
(a) End play in control spring. (a) Check and adjust.
(b) Self-locking nut on horizontal (b) Adjust as ,outlined in the text.
spring guide for draft control
linkage too tight.
(c) Damaged control linkage. (c) Locate trouble and correct.
(a) Self-locking nut on horizontal (a) Adjust as outlined in the text.
spring guide for draft control
too loose.
(a) Rollers on position control link (a) Renew assembly.
assembly eccentric.
(b) Roller on position control shaft {b) Renew assembly as necessary.
eccentric or binding in the cam
jaw position control.

Secure rocker (29) with grub screw (17) inserted
into hole in oscillator body (40), tighten down and lock
with wire. Locate snap ring (18) in its groove around
the oscillator body.
(9) Position the control valve lever assembly (7)
and turn the self-locking nut on several turns, final
adjustment of this nut, will have to be made when
the assembly is in the centre housing.
(IO) Replace the front coupling collar (5) over the
i }:
_j 'J.
end of the pump drive shaft (31) and ,insert split
pin (4).
To Replace Pump
(1) Lower the pump assembly into place. Locate
the front. coupling collar over the 1 splined end of the
shaft at the gearbox and insert the pto shaft from
the rear, through the ground speed pto driven gear,

J
10-24 Hydraulic System FE-65

,.._
'°

.:--

@�
�

-- __..,,._':'..,._§
0

Lt�
� '°�

I. Lever pivot rod. 13. Rear sealing washer. 25. Four retainer screws. 37. Va lve spring.
2. Relief valve. 14. Outer washer. 26. Piston units. 38. Valve spring.
3. Travel limit stop. 15. Spacing bush. 27. Cam block. 39. 0 ring.
4. Split pin. II,. •C•ntre sealing washer. 28. Cam block. 40. Oscillator body assembly.
5. Front coupling collar. 17. Grub screw. 29. Oscillator rocker. 41. Circlip.
I,. Adjusting nut. 18. Snap spring. 30. Oscillator follower. 42. Pushrod.
7. Lever assembly. 19. High pressure spacing bush. 31. Drive shaft. 43. Spring.
8. Upper guide. 20. 0 ring. 32. Cirdip. 44. Retainer disc.
9. Guid• bracket ,c,ews. 21. Rear ,:aoling washer. 33. Valve chamber plug. 45. Circlip.
1.0. Lever guide bracket. 22. Valvo chamber assemblies. 34. 0 ring. 46. Localing dovrels.
II. End plote. 23. Pump front casting. 35. Va lve. 47. Clevis pin.
12. Control valve. 24. Pump rear casting. 36. Valve.
1--- I, I - I- 1--· - J .. I - - 1- - 1- I J_ - :.
•:·� '�.:)1!<\'i�:••:'):\!'��;'U,t;,������X�U�•�---:P'{J•��'f'J�7rr�t�•l���•���:��J\1'.�.:l-��n�f��•��:�t�;���-��)>)��\,):nt.��-�����'t���!l:" '':1l';?�ltf�•---:;_,.,..:�,-'"7,.,.,��•l!t�"-'V.,: M.--;.w��--��,t..,J�"'.�"-.-...,:·••••",,:•v,, ,w�w,c,_,.,,._... ,
1

•.·,.•·.,·•1 ;, ..

.�
.L �
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�os>
8 1o!'�
9�
; 93 ·• 92
�
9
96 q,i� 91 129-fl
� IOI
1 3 0_ -,,, '"
�
� 97
�
SI�
�
�
•
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I
94
• 122--v
fl
1231 125
• 0

.
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.: ........,, ............
124
---

·· ·--
�
_60

<e;ia9 �� ':---- •...------ �""' 126 o' 127

114 115 ll8,119\J
."'-- �
r�--.�l�". iffilflil"'��
'......
· - 'ii---128
11

10 9 �f.)
�� �
107 � ·'.1 � 121 55
10 8 (\) • � , 120
�
102
I,
·53-@)
J,�@
� �.

·� y) ���
106 IIO I 11112 1
�� �
103 @® 113 56 �
52 �
105
Fig 32-Lift cover assembly (exploded view).
Control spring and quadrcnts. .:i
;:
51. Oil transfer cap. 93. Rubber boot. 104. Fixing bolt. 115. Lover stop bolt. ;·
52. Stand pipe. 94. Overload disc stop. 105. Draft control quadrant. II b. Fixing boll, 53 -<S>
53. 0 ring. 95. Rotaincr pin. 106. Locking nut and washer. 117. Knurled nut.
54. Lift cover. 96. Top link yoke. 107. Sector llngorgrlp. 118. Control lever shalt. "'....
55. Countersunk screw. 97. Plunger. 108. Fixing bolt. 119. Conlrol lever plvol.
56. Quadrant assembly. 98. Rocker link. 109. Draft control lover. 120. Control lover shall. 126. Plug.
60. Allen plug. 9�. Cap screw. 110. Spacer. 121. Control lever pivot. 127. Breather valve,
89. Small socket screw. 100. link yoke plug, 11 I. Control lover lock nut. 122. Fixing screw. 128. Fixing screw. .....
90. Special cap screws, 10(. Control spring plunger. 112. Adlustable stop bolt, 123. Fixing screw. 129. Fixing screw. 0
91. Control spring. 102. Fixing bolt. 113. Lever slop bolt. 124. Fixing stud,. 130. Oil transfer plug. �
I· . 92. Retainer nut. 103. Krrurlod nut. 114. Operation lever. 125. Washor, 131. Oil pressure take-off plug • �
10-26 Hydraulic System FE-65
into the end of the pump drive shaft and secure shaft
in po:.itjon.
(2) Locate the pump by means of the two dowels
inserted from each side of the centre housing. Fit the
right dowel before the left and secure with nuts on
studs, as, to facilitate alignment, the hole in the casing
for the left dowel is larger.
· (3) Refit transmission rear drive shaft and coupler
located by split pin at this stage although it should
be realised that removal arid replacement of the shaft
and coupler can be effected through the inspection
window in the centre housing.
To Dismantle Control Spring
(1) Unscrew nuts and remove the special cap screws
(90) from the hydraulic lift rocker link.
(2) Loosen the smaJl socket screw (89), lever aside
the rubber boot (93) and unscrew control spring re­
tainer nut (92).
(3) Remove the control spring assembly and extract
the overload stop disc (94) from the front end of
the cylinder.
(4) Knock out retainer pin· (95) and unscrew the
yoke (96).
To Re-assemble and Adjust
(]) Instal the overload stop disc (94) with the hole
in line with the hole in the casing for the control
rod (80).
(2) Adjust the master control spring to the plung�r
(97), by turning the clevis on the plunger until the
plunger is rnug, but so that the spring can still be
rotated by finger pressure. Tap in Jock pin (95) through
suitable hole in clevis into the adjacent slot in the
end of the plunger stem.
Instal the control spring assembly in the housing,
and tighten the retainer nut (92) until the end play
is completely removed. Make certain that the hole
in the overload stop disc is properly aligned to accept
the control r.od. Instal the two special cap screws
(90) in the rocker link, tighten the socket set screw
(89) and replace the rubber ·boot (93).
Do not tighten socket screw (89) above 5-6 ft/lb,
if overtightened the internal lead baJI will spread
around the. thread of the retainei: nut and subsequent
removal· of the nut will be difficult.
To Remove Ram Cylinder and Related Parts
The ram cylinder (66), (see Fig 33) can be removed
and replaced without dismantling any of the hydraulic
control · linkage by removing two screws (67), which
ittach the support bracket. (59) to the ram cylinder
and four nuts (83) and bolts (88) securing it to the
lift cover, then removing the ram cylinder and piston
assembly (68). Note the rubber O ring (82) sealing the
inlet port in the lift cover (54).
The piston may be removed from the cylinder by
-;srefully striking the open end of the cylinder on
- ---· ---------- -- ·-- -- --·---
a piece of softwood, or by holding a pressure air-line
against the oil inlet hole in the cylinder casing. If
air is used, hold the assembly so that the piston
points downwards, and increase the pressure gradually.
Remove roJI pin (69) to disconnect the connecting
rod (70) from the ram arm (71).
Clearance between cylinder and piston should be
.004"-.0015" new.
Piston ring gap, .0025"-.0075" when ring is inserted
in 2.500" dia gauge.
To Replace
Proceed in reverse order to the removal instructions.
but remember that the linkage support bracket (59)
is attached to the cylinder, a check must therefore be
·made during re-assembly on earlier tractors to ensure
that the hydraulic linkage is accurately aligned and not
offset tq the control valve actuating lever. To reduce
the amount of misalignment obtainable on later
tractors, two of the ram cylinder securing bolts located
diagonally opposite are fitted bolts, and these two
should be inserted first during assembly.
Tighten nuts securing ram cylinder to a torque
reading of 45-50 ft/lb.
To Remove Lift Shaft Assembly
. Remove two screws (72), (see Fig 33) from one end
of lift �haft (73) and withdraw lock washer (74) and
washer (75). Holding remaining lift arm (76) the shaft
can be drawn out, disengaging the ram arm (71).
Remove inner and outer bushes (77 and 78).
separated by rubber O rings (79).
Disengage rear of draft control rod (80) from end
of control spring cylinder by pressing the draft control
link (81) forwards and lift out ram arm (71).
To Replace
Proceeding in the reverse order to the dismantling
mstructions, insert the lift shaft so that the centre
splines are in line with the arm of the ram arm and
ram cylinder.
Note that master splines ensure correct location of
both lift arms and ram arm.
Finally tighten the screws at each end of the shaft
when the lift cover is in position in accordance with
the adjustment instructions under Lift Shaft.
To Dismantle Hydraulic Control Linkage
(1) Remqve the quadrant assembly countersunk
screw (55), (see Fig 33) from the lift cover joint face,
and, with both hand control levers in line with the
sector marks on the outer quadrant, by careful mani­
pulation withdraw quadrant assembly (56) from the
lift cover.
(2) Remove the self-locking nut on the spring guide
(57) for the position control lever assembly (58) and
pull the spring guide rearward out of the support
bracket (59) and, at the same time. remove the spring
guide from the position control lever dowel.

(3) CaretuUy remove spring guide, spring a,._
position control lever assembly (58). Similarly remove
the draft control lever assembly (63, spring guide (64)
and spring (65).
(4) Remove the alien pipe plug (60) from the left
side of the lift cover, and remove the socket screw
(61) from link shaft (62) and remove the shaft. Re­
move the remainder of the control linkage from the
cover.
To Re-assemble
(1) Instal the draft control and position control link
(see Fig 13 to 23) and roller assemblies (81 and 85),
(see Fig 33) and insert the link shaft (62). Instal the
draft control and position control lever assemblies
(63 and 58). Instal the springs (65 and 132) and spring
guides (64 and 57) by compressing the spring, and in­
serting the spring guide through the forward hole in
the support bracket (59) and turning on the self-locking
nut several turns.
(2) Grasp the self-locking nut with a pair of vice
grips and pull it back until the spring guide can be
inserted in the rear hole and, at the same time, be
guided over the dowel on the vertical lever.
(3) With both hand control levers in line with the
sector marks on the outer quadrant, instal the screw
(55).
(4) After aligning the cams and rollers refit and
tighten the socket screw (61) which positions the link
shaft (62). Refit the pipe plug (60) in the left side
of the cover (54).
(5) Adjust the position and draft control levers and
the eccentric cam in accordance with instructions given
, under that heading.
To Replace Lift Cover Assembly
Before remounting the lift cover make sure that the
adjustments are correct. Then:
(1) Position gasket on centre housing. Wedge the
control valve actuating lever to the rear out of the
way of the vertical levers on the lift cover, and mount
the lift cover assembly-tighten fixing screws to 45-50
ft/lb torque. Instal the stand-pipe (52) with O rings
l
!
J
FE-65 Hydraulic System 10-27
in pos1t1on at each end. Fit transfer cap (51), and
tighten screws to 45-50 ft/lb torque.
(2) Fit tractor seat and connect the lift arms and
rods. Adjust tightness of the screws in the ends of the
lift shaft in accordance with instructions under Lift
Shaft.
(3) Remove wedge from the control valve lever, and
adjust the lever nut with the quadrant levers at their
sector mark.
(4) Replace. tlte ·inspection cover· and drain plugs
and refill the system with oil (6½ gal).·
(5) Attach an implement, preferably a 2 furrow
plough and raise an.ct lower the linkage several times
to expel air from the system.
(6) Check and reset if necessary the adjustment of
the operational lever stops, the control lever friction
washers and the lift shaft.
10. MODIFiCATIONS TO HYDRAULIC SYSTEM
The following modifications have recently been in­
corporated in the hydraulic system. In those instances
where the alterations affect the servicing procedure,
further instructions have been added, at tractor
No 516887.
A new relief valve was introduced in production.
(See Fig 34).
The valve must begin to open at 2300 psi. The valve
must be able to pass 3½ Imp gpm, when the valve
is fully open at 2800 psi using SAE 50 oil at 1 10° F
(43.30 ° C to 60 ° C).
VALVE SPRING SPRING
BODY DISC RETAINER.
·- ·-·-·-·
·-·-·--
·---·
Fig 34-Cross section of relief valve.
10-28 Hydraulic System FE-65

n 79 78
f 69 71

�------82

48
• 66
':i � � 67
C

j,.
0
8 5-

86

87

58----� 59 88

� 63 64 65 \so
57 132
Fig 33-Lift cover assembly (exploded view).
Ram cylinder, hydraulic linkage and lift shaft.
48. Pivot bolt, 67. Support bracket screws. 79. 0 tings.
49· Roller. 68. Ram piston. 80. Control rod.
50. Self-locking nut. 69. Roll Pin. 81. Draft control link and roller.
57. Spring guide. 70. Connecting rod. 82. O ring.
58. Position control lever a.ssembly. 71. Rom arm. 83. Support bracket securing nuts.
59. Linkage support bracket. 72. Lill shaft end screws. 84. Rom piston rings.
6 I. Socket screw. 73. Lift shaft. 85. Piston control link and roller.
62. Link ,haft.
63. Draft control lever assembly.
64. Spring guide.
74. Lock wa,her.
75. Wosher.
7b. Lift arm.
86. Eccentric roller,
87. Adjusting locknut.
88. Support bracket securing bolls.
r
['

65. Spring. 77, Inner bushes. 132. Position control lever spring.
66. Rom cylinder. 78. Outer bushes.

..
Ji
 FE-65 Power Take-Off 11-1

GROUP 11

POWER TAKE-OFF

..
SPECIFICATIONS ········-··········································································································· 11-2
SERVICE INFORMATION - PROCEDURES
1. GENERAL DESCRIPTION . ...................... ............................................ 11-2
2. PROPORTIONAL ENGINE SPEED ....................................... ..... 11-2
3. PROPORTIONAL GROUND SPEED .......................................... 11-3
4. LIVE POWER TAKE-OFF .................... ...... ...... ................................. 11-3

I
I
11-2 Power Take-Off FE-6f>

SPECIFICATIONS

SHAFI DIMENSIONS PROPORTIONAL ENGINE SPEED

No of Splines . ...................................... .............................................. 6 Shaft Speeds:
Major Diameter ................................................ 1.371"/l.373" ;;
Engine PTO Pulley Speed Belt Speed ·:;-
Minor Diameter ................................................ 1.098"/1.108" } a.·.
Width of Splines ....... :........-.............:....................... 338"/.340" Speed
.
Shaft rpm ft/min t ··;
Length suitable for drive attachments ......... 2.78" 1500 . 540 1002 2360
•;

Diameter of holes ............................................................... 21/64" 2000 720 1340 3148

Distance of hole from shaft end .................. ...... .... 625"
Dimensions of groove:
Bottom dia ................................................ 1.160"/1.15 5" PROPORTIONAL GROUND SPEED
Radius ....................................................................................... .265'' revolution for approximately 19" of travel by ,·,-
Distance of groove from shaft end .................. 1 t": the rear wheels. .f;'

SERVICE INFORMATI ON - PROCEDURES

1. GENERAL DESCRIPTION 2. PROPORTIONAL ENGINE SPEED

The power take-off shaft projects from the rear of This drive is selected by pulling the lever upwards
the tractor centre housing, it has a H" (British to engage the internal splines of the ground pto driven
Standard) spline with an annular groove for positive gear with the splines on the rear end of the hydraulic
fixing of implement couplings.
A removable cap protects the splines when the pump drive shaft. (See Fig 2).
shaft is not in use. The shaft itself is supported at the The pto shaft is then driven at 18/50 of the engine -f -
rear by a ball bearing and at the front by a needle
roller bearing. Double seals exclude dirt from the rpm, a speed at which most pto driven equipment is �:
bearing and retain lubricant in the housing. designed to operate.
The power take-off is engaged by a lever, located
It should be noted that the pto shaft is coupled be­
on the left side of the tractor centre housing, which
selects either proportional engine speed or proportional hind the hydraulic pump shaft, the pump is therefore
ground speed. Alternatively, placing the lever in the constant running and continues to operate even when
neutral position disconnects the drive. :the pto is disengaged.

Fig I-Power lake-off ,haft {sectional viewl,


Fig 3-Neutrol.
3. PROPORTIONAL GROUND SPEED
This is engaged by pushing the pto lever downwards
towards the ground-thereby shifting the ground pto
driven gear into mesh with the gear splined on to the
rear axle driving pinion. (See Fig 4).
The pto shaft speed is then intimately related to
the ground speed of the tractor and the shaft revolves
once for approx every 19" of travel by the rear wheels.
FE-65 Power Take-Off 11-3
!'lg 4-Proportlonal ground speed.
If the tractor is reversed the direction of rotation
will also be reversed and this characteristic must be
remembered as the implement mechanism may be
damaged if driven in reverse.
4. LIVE POWER TAKE OFF
The De Luxe tractor is fitted with dual clutch and
live pto. The pto drive from the engine is controlled
by the clutch pedal in the bottom half of its range.
The initial movement of the clutch disengages the
transmission only; additional downward movement dis­
conQects the hydraulic pump and pto shaft and trans­
mission.
On the basic tractor the hydraulic pump and pto
shaft and transmission are driven directly by the trans•
mission countershaft, and on the De Luxe tractor by
a drive shaft which passes through hollow countershaft
assembly, and is therefore independent of the gearbox.
(See also clutch and transmission groups of this service
manual).
This allows such machines as the Baler or Mower
to operate continuously without being affected by the
tractor stopping and starting, and enables the operator
to halt the tractor's forward motion, permitting the
mower or baler to clear a particularly heavy stand of
grain or foliage.
Moreover, since the pto drive shaft rotates the
hydraulic pump, the operator, when using a manure
loader, will be able to have continuous control over the
fork height without having to select neutral gear to
maintain the drive to the pump.
 FE-65 Steering 12-1

GROUP 12

STEERlNG

. SERVICE INFORMATION - PROCEDURES

1. GENERAL DESCRIPTION............................................................... 12-2

2. PEDESTAL ASSEMBLY (NON-POWER
STEERING) ............................................................................ :............................. 12-2
3. STEERING WHEEL AND BOX ............................. ................... 12-3
4. POWER STEERING ...........................:....:................................................ 12-4
5. HYDRAULIC RAM AND SPOOL .......................................... 12-5
6. PEDESTAL ASSEMBLY .......................................... •···········-·····..····.... 12-7
7. HYDRAULIC RESERVOIR................................ ................. ............ 12-8
8. HYDRAULIC OIL PUMP .................................... ·-················.......... 12-8
9. SERVICING AND MAINTENANCE .................................... 12-9
10. POWER STEERING CONVERSION....................................... 12-10
11. ADJUSTING POWER STEERING MECHANISM 12-10
POWER STEERING FAULTS AND REMEDIES ..................... ..... 12-11
 r
12-2 Steering FE-65
SERVICE INFORMATION - PROCEDURES
1. GENERAL DESCRIPTION
The worm and cam type steering gear employed
on the Massey-Ferguson 65 tractor is housed · in the
..:ombinec steering box and transmission cover
assembly. A single drop arm connected to linkage
on the front pedestal bracket transmits the movement
of the steering wheel to road wheels (see Fig 1).
Power assisted steering is available as.optional-equip-
ment.
The steering box (see Fig 1 ), houses· the steering .
worm and cam assembly. Oil capacity is 1¾ pints, oil
of SAE 40 rating is recommended.
The pedestal assembly (see Fig" 1), mbunted between
the grille and radiator is in effect a transfer box con­
necting the track rods to the steering drag link.
. 2. PEDESTAL ASSEMBLY (NON-POWER
STEERING)
To Remove
(I) Remove centre, left hand side, and lower panel
from radiator grille.
.1
(2) Slacken off nut securing forward end of drag
link (tube and end assembly to pedestal upper arm).
(3) Jar pedestal upper arm at drag link ball joint
and disconnect ball joint from pedestal upper arm .
NOTE: If it is intended to dismantle the pedestal
assembly after removal, the nut securing the pedestal
upper arm to the pedestal shaft sli.ould now be slacken­
ed off.
(4) Slacken off and remove the nut and bolt clamp­
ing pedestal lower arm to pedestal shaft.
(�) Relea:ie lower arm from pedestal shaft.
(6) Slacken off and remove the four bolts securing
pedestal mounting flange to front axle support
assembly.
(7) Withdraw pedestal assembly from tractor.
(8) Assemble in reverse order ensuring th�t the felt
dust seal fitted between the lower face of the pedestal
bracket and the upper face of the pedestal lower arm
is renewed. ·
A master spline is provided on the . pedestal shaft
and on the lower arm, and these components cannot
be assembled incorrectly.

To Dismantle
(1) Remove pedestal assembly from tractor.
(2) Withdraw pedestal shaft complete with upper
arm dust seal.
(3) Remove grease nip_ple from upper end of pedestal
shaft.
(4) Remove nut and spring washer securing upper
arm to pedestal shaft.
(5) Release pedestal shaft from upper arm by jarring
upper arm.
(6) Pedestal bushes .are a press fit in the pedestal
· · bracket and can be removed and repl!iced if required.
Bushes· must be line reamed after fitting.
Assemble in reverse ·order. ensuring that the upper
dust seal is renewed.
3. STEERING WHEEL AND BOX
To Remove Steeri·ng Wheel
(1) Slacken off and remove dome nut securing steer­
ing wheel to steering column. ·
(2) Remove plain washer.
(3) Using a suitable wheel extractor withdraw steer­
ing wheel ·from steering column.
(4) remove dust seal, steering column cap, and cap
seal from steering column.
(5) Remove Woodruff key.
(6) The felt bush at the top of the steering column
m·ay at this stage be prised out and renewed if re­
quired. The new felt bush should be soaked in oil
or grease prior to fitting.
Refit steering wheel in reverse order to above in­
structions.
To Remove Steering Box
(1) Disconnect and remove batteries.
(2) Remove battery platform to bulkhead setscrews.
(3) Remove tool box.
(4) Disconnect fuel cut-off control, throttle lever,
tractormeter. oil pressure gauge, ammeter and heater/
starter switch.
(5) Remove bolt retaining plate socket to battery
platform.
(6) Disconnect drag link at steering box drop arm.
Remove the bolts securing the· steering box assembly
to the transmission case.
(7) Withdraw steering box complete with gear levers
. bearing.
and ·steering column· from tractor.
Assemble in reverse order.
To Dismantle ..
(1) Thoroughly. clean exterior
(2) Remove nut and lock washer securing. drop arm
to rocker shaft.
(3) Using a suitable extractor withdraw drop arm
·
from rocker shaft.
(4) Remove side cover bolts, and remove side cover,
side cover ·joint. and shims.
FE-65 Steering 12-3
(5) Withdraw rocker shaft.
(6) Remove the four bolts securing steering mast
outer tube.
(7) Remove outer tube joint, shims and plate soc­
ket. The position of the plate socket should be carefully­
noted or marked to ensure correct reassembly.
(8) Withdraw steering mast and cam assembly com­
plete with top bearing.
(9) Lift out lower roller bearing and track.
(10) Thoroughly clean and examine all components.
To Examine Components
The causes and remedies are outlined below.
(I) Excessive end float on steering mast and worm
assembly.
Adjust by altering shim pack between mast housing
and steering box.
Correctly adjusted; the worm assembly should have
.002" end float. ·
Worn or pitted balls 'Or bearing tracks will necessi­
e
tate the renewal of the defctive components.
(2) Worn rocker shaft and/or bushes.
Renew worn components. If the rocker shaft is worn
new bushes will also be required.· New bushes will
require to be line reamed after fitting.
(3) Worn peg and/or roller assembly.
Renew as necessary.
(4) Excessive end float in rocker shaft.
Adjust roc�er shaft/side cover clearance by means of
shim pack. Adjustment must be made with the rocker
shaft in the mid, or centre position ·of the steering box.
It will be found that steering wheel backlash will
increase as the rocker shaft is moved towards full lock.
This is normal and is due to a variation in clearance
between the rocker shaft peg and the sheering worm
as the peg arcs from the- mid position. ·
(5) Loss 9f oil. ·Oil loss, indicated by the need for
frequent topping up, means leakage. Leakage can
occur at the following potnts: .
(a) Rocker shaft oil seal.
Renew oil seal.
(b) Side cover.. .
Renew gasket, ensure side cover. steering box and
shim faces are clean, Tighten side cover bolts evenly.
(c) 'Steering mast housing joint.
Treat -�·s for side cover.
(d)• Defective welch plug. This welch, or expan•
sion plug is fitted below the steering worm lower
· · Remove and renew welch plug after first applying
a light smear of suitable jointing compound to the
edge of the new welch. plug.
Locate new welch plug in position and gently tap
plug centre to expand contact faces. Do not attempt
to over-expand, or negative results will be obtained.
To Assemble Steering Box
It is assumed that all components have been cleaned,
examined, and dealt with as required. Then proceed as
follows (see Fig 2):
12-4 Steering FE-65
(1) Fit new rocker shaft oil seal and lubricate sealing
lip.
(2) Locate steering worm lower bearing track and
bearing in position.
(3) Smear bearing and track with oil.
(4) Place steering worm upper bearing and track in
position and smear running faces with oil.
(5) Insert worm and mast assembly complete with
upper bearing and track.
(6) Lubricate bearing running faces.
(7) Fit shims, plate socket, and steering mast tube
(see Fig 2).
(8) Fit and evenly tighten the four securing bolts.
(9) Fit new felt bush to top of steering mast tube.
(10) Check operation of steering worm, and adjust
shim pack as required to obtain .002" end float.
fig 2-Assembllng the steering · box:
(11) Examine rocker shaft and ensure that no burrs
are present, particularly in the area of the splines.
(12) Smear rocker shaft with grease or oil and care­
fully insert shaft through bushes and oil seal 'until the
rocker shaft peg engages the steering worm.
(13) Lubricate thrust faces of rocker shaft and side
cover.
(14) Fit side cover and shims and evenly tighten
securing bolts.
.. .
--------- -- - � -·.-- ........ .. --
-(15) Fit woodruff key to steering mast and tempor­
arily fit steering wheel.
(I 6) Check rocker shaft side cover clearance and
adjust shim pack as required.
(17) Note shim adjustment must be checked when
the rocker shaft is in the mid-position of its travel.
The effort required to rotate the steering wheel
should not exceed 6-30 in/lb.
(18) Fit drop arm to rocker shaft ensuring that the
marks on the rocker shaft and drop arm are aligned.
(19) Fit lock washer and nut to rocker shaft and
tighten securely.
(20) Fill steering box to level of filler plug with oil
of SAE 40 rating.
The steering box is now ready for fitting to the
machine.
4. POWER STEERING
The 65 Tractor, when fitted with power steering
equipment employs the same basic' steering arrange­
ment as its non-power steered counterpart. The differ­
ence lies in the fitting or a special pedestal assembly
and associated components (see Fig 3) comprising a
hydraulic cylinder and control valve assembly, a hyd­
raulic reservoir, and a gear type pump driven from
the engine timing case, together with the necessary
hydraulic connecting hoses. This equipment is available
as an optional fitting or as a conversion kit and pro­
vides positive, finger tip steering regardless of operating
conditions or front end loading.
The hydraulic system is so designed that the operator
retains the feel of the steering, despite the light effort
required to steer the machine. Kick-back or reverse
action from the road wheels is effectively absorbed by
the hydraulic ram and is not transmitted to the steer­
ing wheel.
The tract.or can be steered manually, in the. eyent
of failure of the power assisted mechanism, or when
moving the machine with the engine switcheq off. The
steering effort required under these conditions is not
appreciably greater than that required to steer a tractor
fitted with direct mechanical linkage.
Briefly the power steering equipment functions as
follows:
Oil, circulated by the engine driven hydraulic pump
is fed under pressure to the control valve which is
linked to the steering pedestal through which steering
wheel movement is transmitted. The control valve
directs oil to the appropriate side of the hydraulic ram·
as determined by the initial movement of the steering
wheel and pedestal, thereby introducing hydraulic
forces to turn the road wheels in the required direction.
The power steering equipment can only function
when the engine is running since it is dependent for its
operation on a flow of pressurised oil from the engine
driven gear type pump.

"'··
HYDRAULIC RESERVOIR
HYDRAULIC
CYLINDER
··.........
--,
Fig 3-Th• power steering arrangement.
5. HYDRAULIC RAM AND SPOOL VALVE
The ram is anchored to a bracket and it is the ram
cylinder that imparts movement to the steering linkage
ai:!d the pedestal assembly to which the spool valve is
connected (see Fig 4).
The design of the hydraulic ram and spool valve is
such that the ram cylinder will follow movement of the
spool valve.
In the neutral position the flow of oil has free access
to both sides of the ram piston and can pass to the
hydraulic reservoir. In this position of the spool valve
the pressure on either side of the ram piston is balanced
and the ram housing has no tendency to movement.
Movement to the spool valve. imparted by the ped­
estal upper arm and spool valve linkage by movement
of the. steering wheel, results in the spool valve being
moved frpm its neutral position, thus sealing the escape
of oil to the reservoir and directing the oil to the
required side of the ram piston, causing the ram cylin­
der to follow the spool valve and in consequence apply
_pressure to the pedestal lower arm thus moving the
road wheels.
The travel of the ram housing is proportional to
steering wheel movement, ie the ram cylinder will follow
the spool valve until it restores the spool valve to its
neutral position where it will remain until movement
of the steering wheel is again transmitted to the spool
valve.
1
.l
FE-65 Steering 12-5
To Remove Ram and Spool Valve
(1) Thoroughly clean spool valve assembly paying
particular attention to the hydraulic hose connections.
(2) Slack off and remove hose unions.
(3) Seal oil connections at spool valve arid hoses
when oil has drained off.
(4) Remove link between spool valve and pedestal
upper arm.
(5) Remove the two bolts clamping ram. housing pin.
(6) Remove ram housing pin.
(7) Remove ram anchor pivot pin.
(8) Remove ram and spool valve assembly.
(9) Assemble in reverse order.
The cylinder pivot at pedestal bracket should be
shimmed as required to restrict vertical movement to
not more than .007".
(10) Set up linkage as advised under Adjusting
Power Steering Mechanism.
NOTE: To provide more positive location of the piston
rod in the cylinder support a modified shouldered pivot
pin was introduced at Tractor Serial No 532852.
It is advised that the new type pin be fitted when
repairs or servicing is carried out on the cylinder unit.
To Dismantle Hydraulic Ram
(1) Remove hydraulic ram assembly from tractor.
(2) Remove circlip retaining ram rod bearing to
cylinder.
 ' .'

12-6 Steering FE-65

1I
_
\--­
_;_.....------
:1
'

.
.,,
·.

�:
REACTION YOKE , ·-
SPO�)L RING
\ /.
\ SPECIAL I/ END COVER •/ -� i�i
WASHER /.

11:
I ./

CIRCLIP

----
·'-.,
PLUG
CIRCLIP
\ :1�•
-.; ;$ �

''O"
-BEARING j
PISTON
�----�,_y I ROD

fig 4-The hydraulic ram and spool assembly.

(3) Withclraw ram rod c�mp�ete with end bearing
and piston assembly. ·
(4) Slide end bearing and cap complete with oil seal
and gland off ram rod.
(5) Remove cotter. pin and slotted nut and withdraw
piston. '· :-, '
Assemble in reverse order.
NOTE: Once disturbed, it is advised that the O rings,
gland, and.seal be renewed as a matter of policy.
No special equipment is required for O ring removal
and replacement. Care must be exercised when replac­
ing O rings to ensure they are not in any way damaged.
The ram piston, ram rod, end bearing, bearing cap
and cylinder walls should be lubricated with hydraulic
oil prior to assembly. Extreme cleanliness is essential.
To Dismantle Spool Valve
The spool valve assembly comprises a spool valve
with three annular lands, moving in a body with two
annular lands. A double acting control spring opposes
movement of the spool valve and is assisted in this by
the flow of oil through the spring chamber. It is this
resistance to spool valve movement which imparts
steering feel to the tractor operator. A spring loaded
relief valve ensures that hydraulic pressure in the spring
chamber is limited to 5 psi.
To enable the tractor to be steered manually when
the engine is not running a by-pass valve incorporated
in the spool valve body permits free oil circulation
between both sides of the ram piston.
Dismantle as follows:
(1) Thoroughly clean spool valve housing, paying
particular attention to the area in the region of the hose
unions.
(2) Disconnect hose unions and seal off hoses and
unions to prevent the admission of grit.
(3) Disconnect the link rod between spool valve and
pedestal arm.
(4) Remove the three bolts and spring washers
securing spool valve housing to ram body.
(5) Lift off spool valve unit. 7
(6) Remove the two rubber sealing rings fitted
between the spool valve housing and ram body.
(7) Remove circlip at rear end of spool valve.
(8) Remove rear end cover.
(9) Slacken off and remove the two bolts and spring
washers securing front end cover.
(10) Withdraw spo9l valve complete with yoke, front
end cover, spring and seal assembly. t
(11) Unscrew yoke from spool valve. A nylon plug
inserted in the spool valve threads acts as a friction
pad to prevent the yoke unscrewing in service.
 FE-65 Steering 12-7
�POOL IN "NEUTRAL POSITION 6. PEDESTAL ASSEMBLY
TO FROM
RESERVOIR PUMP The pedestal assembly (see Fig 6) comprises a robust
bracket to which is fitted a shaft splined in its mid­
upper and lower regions; and two arms, an upper and
a lower.
The upper arm is connected. to the steering box drag
link and spool valve. It also engages the splined lower
arn:i by means of a screwed taper pin and locknut.
·The lower arm is connected to the ram body: The
extreme splined lower end of the pedestal shaft engages
the crank arm for the .. front axle steering linkage.
Grease nipples are provided on this unit
TO "HYDRAULIC CYLINDER Attention must be given regularly to ensure th�t all
• SPOOL MOVED IN moving parts are provided with adequate'\Jubricant.
TO FROM Grease nipples are provided for the pedestal shaft
RESERVOIR · PUMP upper and lower bushes and for the ram cylinder
mounting pin.

To Remove
(1) Remove radiator grille.
(2) Disconnect steering drag link from pedestal upper
arm.
(3) Remove grease nipple from lower end of pedestal
shaft.
(4) Disconnect steering crank arm from lower end of
TO HYDRAULIC CY.UNDER pedestal shaft.
SPOOL MOVED OUT (5) Remove valve link assembly connecting spool
TO FROM valve to pedestal upper arm.
RESERVOIR . PUMP (6) Remove the two bolts securing ram housing pin.
(7) Remove ram housing pin.
(8) Swing hydraulic ram clear of ped�stal lower arm
ensuring that the shims (if any) fitted between the
ram and pedestal arm are. removed.
(9) Slacken off and remove the four bolts securing
pedestal mounting flange to tractor front axle support.

TO HYORA_l)LIC CYLINDER
- LOW PRESSURE - HIGH PRESSURE
. FLUID
FLUID
Fig S--Spool valve movement ·and oil flow.

(12) Remove front end cover, reaction ring, spring,

and washer.
(13) Remove internal O from rear end of spool valve
housing.
(14) Remove external and internal O rings from
reaction ring.
(15). Thoroughly clean au components.
(16) Renew O rings and spool housing sealing rings.
(17) Lubricate spool valve and housing internals
with clean hydraulic oil. Fig 6--The hydraulic ram and spool valve assembly (in position),
Assemble in reverse order. D. Pedestal. L. Link rod.
E. · Steering linkage. M. Piston rod.
NOTE: The sp ool valve and its housing are specially F. Ram cylinder. N. Rom bracket.
selected and mated and must not be interchanged. Spool G. Spool valve. X. Reservoir hose.
valves and housings are obtain.able as complete assem­ H. Screwed toper pin,
J, Locknut.
X2..
Y.
Hose union.
Pump hose.
blies only. K. Steering drag link. YI. Hose union .

....L.
 12-8 Steering FE-65
(10) Remove pedestal assembly. To Dismantle
Assemble in reverse order ensuring that the seal
fitted between the pedestal housing and lower crank (1) Remove hydraulic pump from engine.
arm is not overlooked. (2) Straighten out tab washer Jocking driving gear
Set up linkage as advised under Adjusting Power nut.
Steering Mechanism. (3) Remove nut securing driving gear.
(4) Withdraw driving gear and adaptor.
To Dismantle
(1) Remove pedestal assembly from tractor.
(2) Slacken off Jock-nut on screwed taper-ended pin
and unscrew taper ended pin.
(3) Remove grease nipple from top of pedestal shaft.
Remove circlip from top of pedestal shaft.
(4) Withdraw pedestal shaft from base of pedestal
housing.
(5) Remove upper and lower arms and the dust seal
from lower end of pedestal shaft.
(6) Thoroughly clean al1 components and examine.
(7) Renew worn or defective units.
Pedestal shaft bushes, if renewed, should be line
reamed after fitting.
Assemble in reverse order ensuring that the splined
upper arm is fitted with the centre of the taper ended
pin hole aligned with the spline above and to the right
of the lower master spline.
Adjust linkage as advised under Adjusting Power
Steering Mechanism.

7. HYDRAULIC RESERVOIR
The hydraulic reservoir (see Fig 7), is a cylindrical
container incorporating a filler cap, a dipstick and a
filter assembly with a by-pass valve.
The total capacity of the hydraulic system and reser- fig 7-Tho hyd�ulic reservoir.
voir is 3 pints. ·

8. HYDRAULIC OIL P�P
The hydraulic oil p�mp-(see Fig 8), .is a gear type
unit mounted to the rear of the engine timing case and
is gear driven from the. engine timing gears. A relief
valve provided· on. the· 04 pump body is set to open at
1025 psi. .· · ·
A by-pass pipe-from the· relief valve connects to the
oil reservoir.
To Remove
{l) Clean oil pump, paying par.ticular attention to
the areas in the vicinity of tlie hydraulic hose unions.
(2) Disconnect the three hose unions.
Permit oil to drain off and; seal off unions to prevent
the admission of grit. ..
(3) Slacken off and remove the three bolts securing
" pump to rear of engine timing case.
(4) Withdraw pump complete with adaptor and drive
gear.
Assemble in reverse order ensuring that mounting
faces on pump adaptor and engine timing case are
clean and that a new gasket is employed.
(5) Remove Woodruff key from pump drive shaft.
(6) Remove circlip from pump drive shaft.
(7) Remove the eight screws and lock washer
clamping pump body halves.
· (8) Withdraw rear of pump body.
(9) Withdraw the pump gears, driving shaft, pump
gear needle bearing assemblies and the two pump hous­
. ing dowel pins.
To renew the oil seal, fitted in the front half of the
pump housing, the ball bearing retaining circlip and
ball bearing must be first removed.
. The pump gears are supplied in matched sets and
must not be interchanged.
Assemble in reverse order ensuring pump housing
mating faces are not bruised.
Where gear pocketing is evident a new pump should
be fitted.
There have been instances where the relief valve
taper threaded brass union has been overtightened in
the pump housing. This can cause thread slivers to be
introduced to the hydraulic system or cause the union
to foul the relief valve.
 FE-65 Steering 12-9

RELIEF CAP
VALVE

:\�
t-'.=:.
/ BODY

COVER

i: � .
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.TAB
WASHER.

FILLESTER
HEAD SCREW

- ,i
itt: SEAL

JOINT
WASHER
I
PUMP DRIVE RETAINING
BEARING NUT

Fig 8--The hydraulit pump.

To prevent these possibilities the effective length of the tractor oil reservoir and a total amount of oil not
the taper thread was reduced in production from .375" exceeding 3 pints.
to .30" minimum and the pitch diameter of the thread The oil temperature in reservoir during this test must

-i
controlled. not rise above 240° F.
. �:1

�it
To Test Pump
'. (1) Relief valve - Set relief valve to crack at 960
psi minimum. Pressure should not exceed 1200 psi
when by-passing 4½ Imp gpm of type A automatic
transmission fluid at 170 °F.
(2) Delivery requirements-
(a) Pump must deliver a minimum of .5 Imp gpm
at 8 psi; oil temperature 200° F + 5 ° F at a pump
speed of 1000 rpm.
Alternatively pump must deliver a minimum of
.62 Imp gpm at 800 psi oil temperature 170°F +
10° /0° F at a pump speed of 1000 rpm.
(b) Pump must deliver a minimum of 4½ Imp gpm
at 800 psi oil temperature 170° F + 10 °/0° F at a
pump speed of 4000 rpm with intake arrangements
such that the depression at pump inlet does not
exceed 9.75 hg.
(3) Cycling test - Pumps to be cycle tested at 4000
Pump and oil supply at commencement of test must
be at ambient temperature.
9, SERVICING AND MAINTENANCE
It cannot be too strongly emphasised that cleanliness
and lubrication are the main factors contributing to the
satisfactory operation of the power steering mechan­
ism.
Before carrying out any operation the unit concerned
should be thoroughly cleaned. This applies particularly
to operations involving di�connecting hydraulic hoses
and checking and topping up the hydraulic reservoir.
The admission of grit to the hydraulic oil and compon­
ents can create improper steering behavior and may
result in the spool valve and hydraulic pump being
damaged beyond reclamation.
Should it be necessary, for any reason, to operate
the tractor with the power steering mechanism inopera­

sl<;r.
rpm for 5 minutes unbroken duration as follows: tive, the hydraulic pump must be removed. In such
10 seconds against relief valve setting followed by cases it is recommended that the screwed taper pin
25 seconds of free circulation. This test to be run using on the pedestal upper arm be screwed down to remove
::.;:..
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 12-10 Steel'ing FE-65
the backlash between the upper and lower arms. This II,
will prevent wear on the taper pin and its location i n 2 HOLES 32 (6•73,...,)DtA.

'\
the lower arm and will also reduce backlash at the I \

/'f;,"/'>-t-�'--I
/'
steering wheel .
Maintenance requirements are confined to lubrication ' .· :.. ·
and regular inspection of the reservoir to ensure that
the system is well provided with oil. The reservoir !-·-
I /
. 3-3� ' •

I
should be checked and topped up with approved oil as
required at periods not exceeding 60 hours.
The hydraulic system is self priming, where, however,

" ; \ 17
1�,
for any reasons, the system has been refilled, the level
of fluid in the reservoir should be rechecked at least
twice after the engine has been run and the steering
mechanism operated. f:Xl:>T,NG HOLE.

Fig 9-Modifylng radiator shroud [early machines).

10. POWER STEERING CONVERSION

I
s·
(1) Ensure that steering box and linkage are in good
condition and that steering wheel backlash is not
excessive.
(2) Remove steering pedestal (mechanical) from
tractor.
(3) On certain older models it will be necessary to �1iRAi>.
modify the radiator shroud, radiator LH seal assembly
and upper grille plate. These modifications are as
follows:
Fig 10-Modifying radiator seal assembly (early machines).
(a) Radiator shroud. Drill two 11/32" dia holes
(see Fig 9).
(b) Radiator seal assembly. Modify (see Fig 10).
(c) Upper grille plate. Drill one 9/32" dia hole
(see Fig 11).
'
(4) Fit hydraulic pedestal unit.
i
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(5) Fit hydraulic ram anchor bracket.
(6) Connect up drag link and pedestal shaft lower
crank arm. i
I
·---f-. ,··---·- . .....
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(7) Fit hydraulic ram unit. ; i
(8) Fit reservoir.
,
; 1·
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(9) Remove blanking plate at LH rear of engine !-------.,....,,. j "'\,
.. ls ___ __j
timing case. 1
,,
(10) Fit hydraulic pump.
(11) Connect up hydraulic hoses. " �,'
(12) Fit clips to hydraulic hoses, and . ensure that I HO-I:. !2 \7·:4 ..,...,1
DIA.'
hoses cannot chafe on any part of the machine.
(13) Fill hydraulic reservoir. Fig I I-Modifying upper grille plate (early machines),

(14) Start engine and permit it to idle for a short

period.
(15) Turn steering from lock to lock several times to
expel all air from system.
(16) Check level of fluid in reservoir and top up as
required.
(17) Set hydraulic and taper-ended screw as recom­
mended under Adjusting Power Steering Mechanism.
(18) Again check fluid level in reservoir.
NOTE: The engine must not be run with the system
empty, or only partially filled.
11. ADJUSTING POWER STEERING
MECHANISM
(1) Ensure the hydraulic system is primed and the
hydraulic reservoir is filled to its proper level.
(2) Place all controls in neutral and apply parking
brake.
(3) Remove centre panel from radiator grill.
(4) Start engine and run at fast tick-over.
(5) Set front wheels in straight ahead position.
(6) Slacken off locknut on screwed taper-ended pin.
 FE-65 Steering 12-11

(7) Tighten taper-ended pin until it bottoms on ped­ It should also be noted that the ram cylinder mounting
estal lower arm. on the pedestal lower arm must be restricted to .007
(8) Disconnect link rod between spool valve and of vertical movement. Shims are available for this pur­
pedestal upper arm. pose. Cylinder anchorage lift can result in improper
(9) Adjust length of this link rod until both clevis spool va(ve operation.
pins can be just placed in position without moving
spool valve on pedestal arms.
(10) Slacken off screwed taper-ended pin 7 complete
turns and secure lock nut. This provides a clearance
of .040'' between the taper-ended pin and the pedestal
lower arm and enables the pedestal upper arm to move
the spool valve from neutral to a functional position
before mechanical effort is applied to the pedestal
lower arm (see Fig 12).
NOTE: The reference to 7 complete turns of the taper­
ended screw is a fairly accurate one which will be ·040·
found satisfactory for most machines. It may however
be necessary with some applications to back-off the
taper-ended pin slightly more than 7½ turns. Fig 12-Taper-ended pin adjushnent

POWER STEERING FAULTS AND REMEDIES

Symptom Cause Remedy

(a) Loose ram anch.or or pedestal
l. Steering wobble or tremor mounting bolts
(b) Vertical float on hydraulic
cylinder
(a) Faulty or perished hoses
2. Intermittent or irregular (b) Insufficient fluid in reservoir
power assistance (c) Faulty relief valve
(d) Leaking oil seals or O rings
3. Steering heavy on initial (a) Insufficient clearance between
steering wheel movement taper-ended pin and pedestal
Power assistance limited or (b) Spool valve incorrectly
restricted to one side only centralised
4. Weak response from power Scored or damaged spool
mechanism valve
(a) Tighten mounting bolts
(b) Shim as required and reset
linkage
(a) Renew hoses
(b) Top up as required. Check
system for leaks
(c) Renew or adjust as required
(d) Renew as required
(a) Adjust to re-establish .040"
clearance
(b) Adjust link rod �s required
Renew spool valve assembly

The faults listed are concerned soley with the power steering mechanism and do not include defects attributable
to the mechanical linkage.

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 FE-65 Front Axle 13-1

GROUP 13

FRONT AXLE

SPECIFICATIONS ............................. .......... ··-·· ·························································-·········· 13-2

SERVICE INFORMATION - PROCEDURES
1. GENERAL INFORMA TlON .............. ......................... ...................... .. 13-2
2. FRONT WHEELS ..................................................................... ....................... 13-2
3. TRACK RODS ................................................................................................... ... 13-4
4. THE AXLE ·-······························································································................. 13-4
5. CENTRE AXLE REAR PIVOT BUSH ................................. 13-5
 13-2 Front Axle FE-65

SPECIFICATIONS

Castor ........................................................................................................................... 5 ° 30'

Spindle inclination .......................................................................................... 9°
Camber ..................................................................................................................... 2°
Toe-in ........................................................................................................................... 0-t''

SERVICE INFORMAT I ON - PROCEDURES

1. GENERAL INFORMATION 2. FRONT WHEELS

A centre, box section member, rigidly supported in To Adjust Track
two trunnion bearings and a robust support bracket Front wheel track can be adjusted in 4" steps from
forms the basis of the 65 tractor front axle assembly 48" to 80". Settings between 48" and 72" are obtained
(see Fig 1). Two outer members, to which the steering as follows:
· linkage and spindle arms are attached can be tele­ (1) Jack up front axle.
scoped in the centre member to provide variations in (2) Remove the two bolts securing each axle outer
front track width as required. member to centre axle beam (Fig 3).
Standard and Hi-clearance models of the 65 tractor (3) Unscrew and remove pinch bolts retaining track
- so far as the front axle is concerned - are basically rod links.
identical. The difference lies in the outer arms and (4) Move outer axle members to desired position.
spindle arms which are increased in length to provide (5) Fit and tighten bolts securing axle outer mem­
maximum ground clearance. bers to centre axle beam.

.l
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f

A
B
Right Hand Arm
Right Hand Tie Rad Stem
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l1
C Pivot Support
D left Hand Tie Rod Stem
E Front Axle
F Hub
G Arm
H left Hand Ann
J Lower Arm Crank
K Front Axle Support
L Upper Arm
M Pedestal
N Tube and End

Ag I - The front axle assembly (general arrangement). If

11
 FE-65_ Front A.xle 13-3
�
48"
__,;,_ '·
(4) Fit and tighten male pinch bolt, ensuring that it
11
50 correctly locates the appropriate dimple.
(5) Tighten female pinch bolt.
66" (6) Recheck toe-in.

t To Remove and Replace Hubs

\ ..
-; ;'. Proceed as follows (see Fig 3):
---1. /
st� 54" 68" 11
(1) Slacken off front wheel nuts.
(2) Jack up front axle and support securely.
70 (3) Remove front wheel nuts, and wheel.
(4) Remove hub cap,
(5) Straighten out and remove split pin, slotted nut,
� and washer retaining bub to spindle assembly.
(6) Withdraw hub complete with bearings and oil
seal.
74" (7) Remove bearings and oil seal.
(8) Thoroughly clean and examine all components
and renew as necessary.
Bearing outer tracks should not be disturbed unless
renewal is required.
(9) Place inner bearing in position and fit new oil
seal.
(10) Pack bub 1/3 full with grease.
(11) Mount hub to spindle taking care not to dam­
age the oil seal.
Fig 2 - Front wheel track adfustment.

(6) Adjust position o( track rod links to correspond

with movement of outer axle members.
(7) Ensure that appropriate dimple on male track
rod link coincides with tapped pinch bolt hole.
(8) Fit and tighten track rod pinch bolts.
The 80" track setting is obtained by extending the
track to 72" and reversing the dished front wheels.
NOTE: When .altering the front track setting it is not
necessary to adjust or reset toe-in.

To Adjust Toe-In
(1) Locate tractor on flat ground surface.
(2) Place front wheels in straight ahead position.
(3) Using a suitable track gauge, check toe-in.
Correctly adjusted, toe-in should be within 0-t".
Should adjustment be required proceed as follows:
(a) Slacken off and remove pinch bolt securing
male telescopic link member on right hand track
rod.
(b) Slacken off pinch bolt on female member of
right hand track rod.
(c) Rotate female member clockwise or anticlock-
wise to increase or decrease toe-in as required.
NOTE: To enable the pinch bolt to correctly locate
the male member the female member must be turned
a complete revolution or. revolutions, ie, adjustment
must be concluded only when the male pinch bolt is
in a horizontal position and the head of the pinch
·<. bolt faces rearwards. Fig 3 - The front hub assembly.
'
!

I
I
I

t
 13-4 Fumt Axle FE-65
(12) Fit outer race, washer, aF10 slotted nut.
(13) Tighten slotted m1t to 60 ft/lb. Then slacken
off not less than two, or more tha}l three flats when
float of hub should be zero - 0.010".
(14) Fit new split pin.
Correctly adjusted, the hub bearings should have a
running clearance of 0.004"-0.008".
In this condition there should be neither load nor
pre-load on the bearings.
(15) Half fill hub cap with grease and replace.
(16) Fit road wheel.
(17) Lower front axle off jack and finally tighten
wheel ::uts.
''
,.'
3. TRACK RODS
To Remove and Replace Outer Ball .Joints
Fig 4 - Steering drop ann and link.
( l) Slacken off but do not remove nut securing ball
joint to tractor steering, or track arms.
Ball joint pins are a taper fit in the steering arms
and can be separated by jarring the taper. This method (4) Slacken off nut securing left hand inner ball
if carefully carried out is effective and satisfactory. pin to right hand inner track rod end.
Two hammers, or alternatively one hammer and a (5) Disconnect left hand inner ball joint.
steel block are required. A crisp impact will cause the Assemble in reverse order.
·capered face of the ball pin to be sprung clear. No
attempt must be made to drive the ball pin out of the 4. THE AXLE
track arm. To Remove and Dismantle Outer Members
(2) Remove pinch bolt securing outer male link to
female inner member. (1) Jack up front axle and support securely.
j (3) Remove nut retaining ball pin and withdraw
outer link and ball pin assembly.
(2) Remove front wheel and hub.
(3) Disconnect outer track rod link from steering
A worn ball or seats will necessitate the fitting of a arm.
new track rod end. (4) Remove pinch bolt clamping steering arm to
Assemble in reverse order ensuring that the pinch spindle.
bolt is correctly located in the appropriate dimple. (5) Remove steering arm and dust seal.
(6) Remove woodruff key. ; fJ
To Remove Track Rod End (RH Inner) (7) Withdraw spindle and thrust race.
(8) Remove the two bolts securing outer axle mem-
.
. . -
; 1-:
The steering pedestal drop arm link ( see Fig 4 )' is ber to centre axle beam.
� j:

constrncted so that the ball end has a screwed and
tapered fitting located in a blind hole in the drop arm
which is suitably screwed and tapered.
Removal may be effected as follows:
(1) Disconnect track rod outer end at both spindle
or steering arms.
' To Remove Axle
(2) Pr-ise up rubber sealing ring on drop arm ball
·Ji link to expose hexagon.
(3) Insert spanner under rubber seal and unscrew
iI ball pin.
(4) Withdraw right and left track rods complete.
Assemble in reverse order.
Check and adjust toe-in as required.
To Remove Track Rod End (LH Inner)
(1) Disconnect outer track rod links from steering
arms.
(2) Disconnect right hand track rod end (inner) from
pedestal drag link.
(3 ) Withdraw right .2nd left track rods complete.
(9) Withdraw outer axle beam.
(10) Thoroughly clean and examine all components.
(11) Renew worn components as necessary.
Assemble i;;i reverse order.
(1) Brake and chock rear wheels.
(2) Jack up front end of tractor and support securely
leaving axle and support bracket clear.
(3) Drain off cooling system.
(4) Remove hood and cowl assembly.
(5) Remove radiator.
(6) Disconnect right hand inner track rod from
steering pedestal drop arm.
(7) Remove axle pivot thrust plate and shims (see
Fig 5 ).
(8) Remove the four bolts securing pivot support
bracket and withdraw same.
(9) Supp0rt axle on troJley jack and rem0ve from
tractor.
 FE-65 Front A.xle 'J. 3-5
5. CENTRE AXLE REAR PIVOT BUSH
Where trouble is experiencea with the rear pivot
bush moving ocrt of location the following procedure is
advised (see Fig 6 and 7):
(1) Remove grease nipple and rear pivot bush.
(2) Using a long 7/32" drill produce a hole to the
ft
;.:\ dimensions sh0wn ( see Fig 6) .
-[;r-�. (3) Press pivot bush into position.
(4) Stake bush into drilled hole as shown (see Fig
7).
Care must be taken to ensure that the internal face
of the bush is not raised.
(5) Replace grease nipple.
The foregoing instruction refers to tractors out with
the following serial numbers 527544-527909 inclusive;
527926-528109 inclusive; 528129-528293 inclusive and
from 528314 on. Tractors with the above numbers are
Fig 5 - Removing pivot bracket thrust plate and shims. fitted with a modified support assembly.

(10) Examine pivot bushes and renew as required.

Assemble axle in reverse order.
The thrust plate and shim pack shouJd be adjusted
to obtain 0.002"-0.003" end float.

Fig 6 - Rear pivot bush drilling dimension. Fig 7 - Staking rear pivot bush.
�

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 FE-65 Brakes 14-1

...l.

-,
GROUP 14

BRAKES

SERVICE INFORMATION - PROCEDURES

I. GENERAL INFORMATION .................................................................. 14-2
2. ADJUS1MENTS ·················--·················································································· 14-2
3. LUBRICATION AND MAINTENANCE ................................. 14-3

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 14-2 Brttkes FE-65

SERVICE INFORMATION - PROCEDURES

1. GENERAL INFORMATION
The tractor is fitted with Goodyear Ausco double
disc brakes, which are fitted in the axle housings adjac­
ent to the centre housing.
These brakes are totally enclosed. completely
protecting the mechanism from dust, dirt and the
ingress of water or mud.
The brakes are operated by two brake pedals located
on the right-hand side of the transmission housing. (See
Fig 1). Of these, the right or left pedal, when depres­
sed, applies the right or left brake respectively to assist
turning. For normal braking, the operator can apply
both brakes simultaneously by placing his right faot
across both brake pedals which are placed closely
side by side. An interlocking latch is provided to lock
the independent pedals together to provide a master
pedal for highway use.
The left brake carries a parking latch which can be Fig 2-Brake assembly,
pre-set to lock both brakes and prevent acciclental
movement of the tractor. When set, it is operative on
the next movement of the pedal. tension springs and separated by steel balls located in
Pressure on the brake pedal brings an actuatin o inclined seats.
assembly in c�ntact ,vith two rotating middle (friction)
discs splined to each axle shaft, these in turn contact Pressure on the brake pedal, by pulling on the
fixed friction faces provided in the axle housing and in operating rod, rotates one actuating disc relative t0
the differential carrier plate fitted between the centre the other, and the steel balls ride up their inclined
and axle housings. seats and so spread the actuating discs apart. These
The actuating mechanism of each brake consists of come into contact with the rntating middle (friction)
two cast iron actuating discs, held together by three discs, which are splined to the shaft being braked. The
actuating assembly will move slightly in the direction 0f
rotation until the torque ear of one actuating disc
comes into contact with a projecting lug in the housing.
The other actuating disc tends to rotate further increas­
ing the angular displacement between the discs," and
assisting the braking action. When the operating pull
is released, the tension springs cause the discs to
return to their normal position.
The two middle disc assemblies are fitted with a
brake lining on both faces, giving a total effective
braking area of 103.68 sq in.

Fig I-Brake pedals.
A Independent brake pedals
B Parking latch
C Interlocking latch (master brake)
D Footrest
2. ADJUSTMENTS
Brake adjustments are made on the pedal free travel
clearance and not on the brake itself.
In order to make running adjustments to the brakes,
first jack the rear wheels clear of the ground, and
disconnect brake return springs. Turn self-locking
nuts clockwise to reduce pedal free travel, anti­
clockwise to increase it.

Pedal free travel should be set to 2½" with the
brakes cool; under operating conditions this clearance
will be reduced when the brakes become heated. If this
figure is exceeded the pedal may touch the platform
before the brakes are fully applied.
Pedal free travel is t!ie distance the pedals have to
be depressed to expand the actuating assembly until
the discs are brought into contact with the rubbing
faces, ie, to take up all running clearances. This can
be gauged by pressing the pedal with the fingers
until a firm resistance is felt. One pedal should be
set and the other carefully matched to it so that the
combination latch will engage freely.
3. LUBRICATION AND MAINTENANCE·
No lubrication is needed inside the brake except
when it is shipped down for overhaul. The link pins
FE-65 Brakes 14-3
may then be given a light smearing of graphite grease.
No attempt should be made to lubricate the brake
while in service. It is not necessary and may reduce
the efficiency of the brake if the lubricant comes into
contact with the linings.
A drain hole in the casing below the brakes provides
for the drainage of any oil leaking past the oil seals
and affords protection against condensation. Keep this
hole clear.
To Remove Brake Assemblies
(I) Drain transmission oil.
(2) Fit tractor stands in pos1tion, with tractor
supported on trolleys or jacks beneath centre housing.
Fit jacks beneath fender mounting brackets. Remove
wheels. ., '

I •

0-4

0®
� 6
0
7
® 0
�

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8

I Middle (Friction) Disc Assembly

2 Actuating Disc Assembly
3 Spring-Extension
10 4 Steel Ball
5 Stud and Jam Nut
6 Unk Assembly-Yoke
7 Actuating link-Plain
8 Clevis Pin and Cotter
'I Brake Pull Rod Auembly
IO Brake Lever Support
11 Bolt-Brake Lever Support to Housing
12 Brake Rod Cover
I • 13 Clevls Pin and Cotter
14 Distance Piece and Adjusting Nut
15 Brake Lever
16 Brake Lever Spring
17 Clip--Lever Spring

15
Fig 3-Brake assembly {exploded view).

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14-4 Brakes FE-65
(3) Remove stepboards, and detach brake rods at
rear clevis and disconnect brake lever springs. Remove
exhaust pipe.
(4) Remove adjusting nut from brake pull rod, and
remove two bolts securing brake lever support to
axle housing.
(5) Remove hexagon nuts securing rear axles to
-centre axle housing and, using a suitable hoist, remove
rear axle assemblies.
(6) With axle turned on end, remove Allen screws
securing differential carrier plate to axle housing and
remove differential plate, lifti ng carefully over splines
to avoid damage to oil seal.
NOTE: On the right Jumd side of differential lock
tractors, it will also be necessary to drive out the roll
pin securing the shifter fork to the dif]erential lock
shaft, and lift ·the shifter fork and coupler with the
plate.
r
(7) Lift out brake r
assemblies with fiction discs,
noting position of fiction discs in order that they can
be replaced in the same relative positions.
To Dismantle Brake A.Membly
· (1) Remove split pin and clevis securing link yoke
to brake pull rod assembly.
(2) Lever off springs, collect steel balls.
(3) When the brake is stripped down, check ·the
following points:
(a) That there are no broken or damaged parts.
(b) That the ·middle disc assemblies are in good
condition. Look for linings which are cracked, glazed
or worn down to rivet heads, and broken or loose
rivets.
(c) That the splines in both middle disc assemblies
and on the shaft are not unduly worn.
(d) That the pull-off springs between the actuating
discs retain sufficient tension.
(e) That all bolts and pins are in good condition.
To Rebuild
(1) Lay one actuating disc .down with the ball seats
uppermost and place balls in their seats.
(2) Lay the other actuating disc on top, ball seats
downward and with the lug to which the link is
attached on the right of the corresponding Jug on the
other actuating disc. Make sure that the balls are
seated in the uppermost actuating disc and both discs
will then be correctly located in relation to one another.
(3) Hook on the pull�off springs.
(4) Connect both links to the yoke and insert new
:i-�
split pin.
NOTE: If any portion of the yoke assembly has been
,.
renewed, necessitating removal of studs and jam nuts,
these nuts must be tightened to a torque loading of
_f ,-
15.5 to 19.5 ft/lb on re-assembly. �
To Refit
(1) Set the middle discs and actuating assembly in
their original positions with the yoke of the actuating
assembly in line with the hole through which the
operating rod will pass.
(2) Fit the differential carrier plate carefully over
splines of the half-shaft and secure with Allen screws.
On the right-hand side of differential lock tractors, fit
differential Jock coupler and shifter fork (See section K)
and attach shifter fork to shaft with roll pin with its
slot facing direction in which shaft rotates.
(3) Connect brake support bracket with lever
attached to trumpet housing. At the same time, pass
pull rod assembly through lever and secure with
distance piece and adjusting nut.
(4) Refit axle housing to tractor and reconnect brake
rods, brake lever springs, exhaust pipe, etc. Refit
wheels.
(5) Adjust brakes.
 FE.65 Seat, Hood and Fenders 15-1

GROUP 15

SEAT, HOOD AND FENDERS

SERVICE INFORMATION - PROCEDURES

1. SEAT ASSEMBLY .......................................................................................:... 15•2
2. HOOD ASSEMBLY .........................................................,___ 15•2
3. FENDERS ............................................................................................................ '..... 15•3

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 15-2 Seet, Hoed enel Fenders FE-65

SERVICE INFORMATION - PROCEDURES

1. SEAT ASSEMBLY To Re-Assemble and Replace

The bucket type seat, with a foam rubber cushion
and adjustable ba-ck rest is mounted by a deuble hinge
on a support bracket (see Fig 1). The double hinge
allows the seat to be lifted up and back to give more
leg room to the driver when standing up to drive and
to allow the seat to be turned over to protect the seat
cushion in inclement weather when the tractor is not
in use.
The bucket assembly is secured t0 two studs on the
hydraulic lift cover and the seat can be adjusted
longitudinally in any of three positions.
To Remove and Dismantle
(1) Remove nuts securing bracket assembly to
hydraulic lift cover and lift off seat.
(2) Bend back lips holding waited hinge pins and
knock out pins.
(3) Remove inJay and seat cover assembly.
(I) Replace back rest inlay and cover ?.ssembly on
to back rest support and secure support to seat with
bolts and wing nuts. Replace inlay and seat cover.
(2) Position hinge pins and Jock in position by
bending down lips.
(3) Replace seat assembly in required position on
studs on hydraulic lift cover, fit Jock washers and
secure with two nuts.
2. HOOD ASSEMBLY
The hood comprises a hood hinged on the right-hand
side panel and secured to the left-hand side panel
by means of two cam latches, the hood cap assembly
incorporating the air cleaner intake, the grille centre
section and side screens and the lower grille panel
(see Fig 2). i.­
.,:1�
When open, the hood permits easy access to the ..
radiator, fuel tank and batteries. The hood side panels ,

(4) Remove wing nuts and bolts and remove back are made in two detachable sections to provide access
rest support and back rest inlay and cover assembly. to the injectors. The grille centre section, which is
secured by two thumb nuts, is easily detachable for
servicing the steering pedestal and air cleaner bowl.

To Remove and Dismantle

(I) Lift hood and remove left-hand upper side panel.
(2) Remove side panel brace and hood stop lever
assembly.
1 (3) Remove right-hand upper side panel and hood
j
'! assembly, and remove side pane] from hood. Remove
hood latch assemblies.
(4) Disconnect air cleaner to pipe hose. Remove
grille centre section and air cleaner bowl. Remove side
screen grille assemblies.
(5) Remove side panel pivot bolts and three bolts
securing Jower grille plate to front axle support·
assembly and remove lower side panels, upper grille
i:>late and hood cap assemblies.
(6) Remove air intake screen and retainer.
(7) Remove hood cap from lower side panels and
upper grille plate assembly.
(8) Remove air cleaner body and clamp ring from
upper grille plate.
(9) Remove bracket assembly.
Fig I-The seal assembly.
To Re-Assemble and Replace
I Seat pan assembly 7 Emblem
2 Flat head screw 8 Back rest support (1) Fit air cleaner body and clamp ring to upper
3 Rubber bumper 9 Carriage bolt and wing nut grille plate. Fit bracket assembly.
4 Bracket assembly IO
11
Back rest inlay and cover assy
Seat inlay and cover assy
(2) Fit hood cap and upper grille plate assemb)i.es
5 Hinge pin
6 Hinge link to lower side panels. Fit air intake screen and retainer.

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 FE-65 Seat, Hood and Fenders 15-3
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12

9
Fig 2-Tha hood acsembly.
I Centre section-grille and grommet 8 Grille blower plate and s<rews
2 Centre section-grille bracket assembly 9 Grille lower panel
3 Hood cap IO Grille assembly-side screen and screws
4 Hood assembly and hood bumper 11 Grille upper plate and screws
5 Hood li,ver slop and shoulder bolt 12 Side panel bolt
I, Pani,I assembly, side panel s<rew and hood bumper
7 Hood handle latch assembly

(3) Fit ho0d cap, upper grille plate and lower side
panel assemblies to tractor with side panel pivot bolts.
NOTE: Ensure that upper grille plate does not foul
radiator. A modification to prevent this was incorpo­
rated at tractor serial number 515125. To obviate this
condition on earlier tractors it may be found necessary
to bend the plate to clear the radiator.
(4) Fit lower grille plate to front axle support.
(5) Fit side screen grille assemblies.
(6) Fit air cleaner bowl and reconnect air cleaner to
pipe hose and air intake tube adaptor.
(7) Fit air intake screen, retainer and grille centre
section.
(8) Fit left-hand upper side panel. Fit right-hand side
panel to hood and fit to tractor. Fit side panel brace
and hood stop lever assembly.

3. FENDERS
The fenders are positioned on packing pieces on the
fender mounting pads of the rear axle and are secured
with nuts and bolts (see Fig 3). Fig 3-Fender.
To remove and replace fenders, remove and replace I Fender assembly
2 Fender to axle housing nut, bolt and washer
I t fender bolts and pads. 3 Packing piece

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